Moderators: jsumali2, richierich, ua900, PanAm_DC10, hOMSaR
Laudamotion has announced that it will double its Airbus fleet from 9 to 18 aircraft by next summer following the completion of Ryanair’s purchase of 75% shareholding in the airline from Niki Lauda in August.
Laudamotion also announced a new aircraft livery which reflects the airline's Austrian heritage.
BlueSky1976 wrote:I like it.
It's got a bit of the original LaudaAir feeling to it.
devron wrote:Where will they get these planes from? It seems everyone wants and airbus now and is reactivating "old" planes (e.g. easyjet A319) or prolonging leases.
Blerg wrote:Who is the guy on the right? CEO?
devron wrote:Where will they get these planes from? It seems everyone wants and airbus now and is reactivating "old" planes (e.g. easyjet A319) or prolonging leases.
Blerg wrote:Who is the guy on the right? CEO?
Waterbomber wrote:Michael is packing up some pounds.
1989worstyear wrote:Also, very little has changed technologically for NB's since the certification of the A320-200 in November of 1988.
An A320 from 1993 is the same as a new NEO minus the engines - so with the NEO delays a 25-30 year old CEO is still your next best bet .
Lightsaber wrote:The reactivation is due to NEO delays. There is a temporary delay in planned fleet rotations. There are 1366 A319s flying per Airfleets' production summary. There is always fleet turnover.
Easyjet will return to retiring A319s late this year.
devron wrote:Blerg wrote:Who is the guy on the right? CEO?Waterbomber wrote:Michael is packing up some pounds.
I was looking at the ladies.1989worstyear wrote:Also, very little has changed technologically for NB's since the certification of the A320-200 in November of 1988.
An A320 from 1993 is the same as a new NEO minus the engines - so with the NEO delays a 25-30 year old CEO is still your next best bet .Lightsaber wrote:The reactivation is due to NEO delays. There is a temporary delay in planned fleet rotations. There are 1366 A319s flying per Airfleets' production summary. There is always fleet turnover.
Easyjet will return to retiring A319s late this year.
I know the background of easyjet and that old planes are not bad, my question is with the new player on the market and a lot of legacy airlines also in the market for old planes where will Lauda Motion get theirs from?
Blerg wrote:So they plan on doubling their fleet by next summer? I guess VIE will become extremely crowded next year as I am sure Level and Wizz Air will also expand their Viennese fleet.
Samrnpage wrote:Whats everyones thoughts on why they are staying with Airbus? It would be very easy to switch over to 738s.
lightsaber wrote:devron wrote:Blerg wrote:Who is the guy on the right? CEO?Waterbomber wrote:Michael is packing up some pounds.
I was looking at the ladies.1989worstyear wrote:Also, very little has changed technologically for NB's since the certification of the A320-200 in November of 1988.
An A320 from 1993 is the same as a new NEO minus the engines - so with the NEO delays a 25-30 year old CEO is still your next best bet .Lightsaber wrote:The reactivation is due to NEO delays. There is a temporary delay in planned fleet rotations. There are 1366 A319s flying per Airfleets' production summary. There is always fleet turnover.
Easyjet will return to retiring A319s late this year.
I know the background of easyjet and that old planes are not bad, my question is with the new player on the market and a lot of legacy airlines also in the market for old planes where will Lauda Motion get theirs from?
NEO upgrades avionics and some actuators to give better maintenance diagnostics.
New A32x have better coatings, new materials in the wings clips (prevents the island hoping corrosion issue) and there are many PIPs.
I'm forgetting the line number reinforcement started for Sharklets too.
So there are actually numberous little improvements that cut costs and downtime for newer aircraft.
There are plenty vof airlines selling. With 1366 A319s on the market, no one is dependent on Easyjet for supplies. The NEO engine production issues will be resolved soon freeing up those Easyjet A319s anyway.
The A32x family has what is called a liquid aftermarket. Demand rises and falls which just changes the transaction price. Due to the expanding global economy and NEO engine shortage, demand is high. A few years ago demand was low, so some A32x were scrapped. Judging by the surge in NEo and MAX deliveries, CFM has overcome their bottlenecks recently.
The airlines complaining about lack of Pratt spares shows they are still behind the curve.
Procuring the small number desired shouldn't be too bad.
Assuming Pratt puts PW1100G production into gear, Indigo will start releasing CEOs quickly and that includes IIRC 11 CFM powered examples. While A320s, there is a hand me down effect.
Lightsaber
BrianDromey wrote:It’s interesting that the publicity rendering depicts IAE engines. Laudamotion currentky uses CFM engines. Nikki (like AeroLloyd before it) was originally an IAE operator, although switched to CFM at some point. I assume to maintain commonality with AB.
FR are, of course, one of CFMs largest customers with the 738/8MAX. I wonder if FR think IAEs might be a good idea, maybe to keep CFM honest? It’s not unprecedented, AA, IAG and LH operate mixed engines on their A32x. I’m sure others do too.
1989worstyear wrote:lightsaber wrote:devron wrote:
I was looking at the ladies.
I know the background of easyjet and that old planes are not bad, my question is with the new player on the market and a lot of legacy airlines also in the market for old planes where will Lauda Motion get theirs from?
NEO upgrades avionics and some actuators to give better maintenance diagnostics.
New A32x have better coatings, new materials in the wings clips (prevents the island hoping corrosion issue) and there are many PIPs.
I'm forgetting the line number reinforcement started for Sharklets too.
So there are actually numberous little improvements that cut costs and downtime for newer aircraft.
There are plenty vof airlines selling. With 1366 A319s on the market, no one is dependent on Easyjet for supplies. The NEO engine production issues will be resolved soon freeing up those Easyjet A319s anyway.
The A32x family has what is called a liquid aftermarket. Demand rises and falls which just changes the transaction price. Due to the expanding global economy and NEO engine shortage, demand is high. A few years ago demand was low, so some A32x were scrapped. Judging by the surge in NEo and MAX deliveries, CFM has overcome their bottlenecks recently.
The airlines complaining about lack of Pratt spares shows they are still behind the curve.
Procuring the small number desired shouldn't be too bad.
Assuming Pratt puts PW1100G production into gear, Indigo will start releasing CEOs quickly and that includes IIRC 11 CFM powered examples. While A320s, there is a hand me down effect.
Lightsaber
You could say the same things about the 763, but nobody except cargo airlines wants those.
The A320 is special in that in has changed so little in the past 30 years but still remains an industry leader. The 767 and 757 were dead about 17 years after EIS by comparison.
luv2cattlecall wrote:1989worstyear wrote:lightsaber wrote:NEO upgrades avionics and some actuators to give better maintenance diagnostics.
New A32x have better coatings, new materials in the wings clips (prevents the island hoping corrosion issue) and there are many PIPs.
I'm forgetting the line number reinforcement started for Sharklets too.
So there are actually numberous little improvements that cut costs and downtime for newer aircraft.
There are plenty vof airlines selling. With 1366 A319s on the market, no one is dependent on Easyjet for supplies. The NEO engine production issues will be resolved soon freeing up those Easyjet A319s anyway.
The A32x family has what is called a liquid aftermarket. Demand rises and falls which just changes the transaction price. Due to the expanding global economy and NEO engine shortage, demand is high. A few years ago demand was low, so some A32x were scrapped. Judging by the surge in NEo and MAX deliveries, CFM has overcome their bottlenecks recently.
The airlines complaining about lack of Pratt spares shows they are still behind the curve.
Procuring the small number desired shouldn't be too bad.
Assuming Pratt puts PW1100G production into gear, Indigo will start releasing CEOs quickly and that includes IIRC 11 CFM powered examples. While A320s, there is a hand me down effect.
Lightsaber
You could say the same things about the 763, but nobody except cargo airlines wants those.
The A320 is special in that in has changed so little in the past 30 years but still remains an industry leader. The 767 and 757 were dead about 17 years after EIS by comparison.
My gut told me that you were wrong, but upon research, wow, surprised how little has changed overall. Certainly the things they did changed have a strong impact, but the number of things wasn't some huge list like I expected.
Although, I thought I once read that Airbus had been adding incremental upgrades at various times through the years, instead of waiting for the NEO to do everything?
1989worstyear wrote:devron wrote:Where will they get these planes from? It seems everyone wants and airbus now and is reactivating "old" planes (e.g. easyjet A319) or prolonging leases.
Also, very little has changed technologically for NB's since the certification of the A320-200 in November of 1988.
An A320 from 1993 is the same as a new NEO minus the engines - so with the NEO delays a 25-30 year old CEO is still your next best bet.
lightsaber wrote:BrianDromey wrote:It’s interesting that the publicity rendering depicts IAE engines. Laudamotion currentky uses CFM engines. Nikki (like AeroLloyd before it) was originally an IAE operator, although switched to CFM at some point. I assume to maintain commonality with AB.
FR are, of course, one of CFMs largest customers with the 738/8MAX. I wonder if FR think IAEs might be a good idea, maybe to keep CFM honest? It’s not unprecedented, AA, IAG and LH operate mixed engines on their A32x. I’m sure others do too.
With various PBTH plans available, it is cheaper to switch engines than before. Indigo has 11 CFM powered A320, however they were hit with high maintenance bills... Downside of not knowing the new engines.
Newbiepilot wrote:1989worstyear wrote:devron wrote:Where will they get these planes from? It seems everyone wants and airbus now and is reactivating "old" planes (e.g. easyjet A319) or prolonging leases.
Also, very little has changed technologically for NB's since the certification of the A320-200 in November of 1988.
An A320 from 1993 is the same as a new NEO minus the engines - so with the NEO delays a 25-30 year old CEO is still your next best bet.
Dude, you dont know what you are talking about. A modern A320 does not navigate like an original A320 at all. The original A320 had no GPS, ILS CAT IIIb, RNAV, RVSI, modern FMC, EFIS, ADSB, etc. To get a 1993 vintage A320 fully capable of flying today in Europe, an airline would spend around $1 million in avionics upgrades. I assume you have never sat in the flight deck of a modern jet. 1988 was still the dark ages of navigation.
1989worstyear wrote:Newbiepilot wrote:1989worstyear wrote:Gen x and millenial morons just need to realize they have had nothing original to give for commercial aviation.
Newbiepilot wrote:1989worstyear wrote:devron wrote:Where will they get these planes from? It seems everyone wants and airbus now and is reactivating "old" planes (e.g. easyjet A319) or prolonging leases.
Also, very little has changed technologically for NB's since the certification of the A320-200 in November of 1988.
An A320 from 1993 is the same as a new NEO minus the engines - so with the NEO delays a 25-30 year old CEO is still your next best bet.
Dude, you dont know what you are talking about. A modern A320 does not navigate like an original A320 at all. The original A320 had no GPS, ILS CAT IIIb, RNAV, RVSI, modern FMC, EFIS, ADSB, etc. To get a 1993 vintage A320 fully capable of flying today in Europe, an airline would spend around $1 million in avionics upgrades. I assume you have never sat in the flight deck of a modern jet. 1988 was still the dark ages of navigation.
1989worstyear wrote:Gen x and millenial morons just need to realize they have had nothing original to give for commercial aviation.
VSMUT wrote:Newbiepilot wrote:1989worstyear wrote:
Also, very little has changed technologically for NB's since the certification of the A320-200 in November of 1988.
An A320 from 1993 is the same as a new NEO minus the engines - so with the NEO delays a 25-30 year old CEO is still your next best bet.
Dude, you dont know what you are talking about. A modern A320 does not navigate like an original A320 at all. The original A320 had no GPS, ILS CAT IIIb, RNAV, RVSI, modern FMC, EFIS, ADSB, etc. To get a 1993 vintage A320 fully capable of flying today in Europe, an airline would spend around $1 million in avionics upgrades. I assume you have never sat in the flight deck of a modern jet. 1988 was still the dark ages of navigation.
And the list goes further. The A320 Enhanced program improved aerodynamics, added improved engines and reduced the weight. There is a list of several hundred minor and major improvements made over the years. Even something as minor as replacing the original lights with LEDs.1989worstyear wrote:Gen x and millenial morons just need to realize they have had nothing original to give for commercial aviation.
"Millenials" were still toddlers when the A320 was originally built, and are only just beginning to come of age where they will be able to take the helm of major aerospace corporations. You can hardly blame "Millenials" for lack of innovation, when the corporations were led by unambitious and unimaginative "Greatest Generationers" and "Baby Boomers".
1989worstyear wrote:VSMUT wrote:Newbiepilot wrote:
Dude, you dont know what you are talking about. A modern A320 does not navigate like an original A320 at all. The original A320 had no GPS, ILS CAT IIIb, RNAV, RVSI, modern FMC, EFIS, ADSB, etc. To get a 1993 vintage A320 fully capable of flying today in Europe, an airline would spend around $1 million in avionics upgrades. I assume you have never sat in the flight deck of a modern jet. 1988 was still the dark ages of navigation.
And the list goes further. The A320 Enhanced program improved aerodynamics, added improved engines and reduced the weight. There is a list of several hundred minor and major improvements made over the years. Even something as minor as replacing the original lights with LEDs.1989worstyear wrote:Gen x and millenial morons just need to realize they have had nothing original to give for commercial aviation.
"Millenials" were still toddlers when the A320 was originally built, and are only just beginning to come of age where they will be able to take the helm of major aerospace corporations. You can hardly blame "Millenials" for lack of innovation, when the corporations were led by unambitious and unimaginative "Greatest Generationers" and "Baby Boomers".
LED's? That's really the best you can come up with?
The last 763's use LED's also, but it's still a 1986 airplane. Just stop it please.
VSMUT wrote:1989worstyear wrote:VSMUT wrote:
And the list goes further. The A320 Enhanced program improved aerodynamics, added improved engines and reduced the weight. There is a list of several hundred minor and major improvements made over the years. Even something as minor as replacing the original lights with LEDs.
"Millenials" were still toddlers when the A320 was originally built, and are only just beginning to come of age where they will be able to take the helm of major aerospace corporations. You can hardly blame "Millenials" for lack of innovation, when the corporations were led by unambitious and unimaginative "Greatest Generationers" and "Baby Boomers".
LED's? That's really the best you can come up with?
The last 763's use LED's also, but it's still a 1986 airplane. Just stop it please.
"Several hundred, including LEDs"
Perhaps you are in need of reading comprehension classes?
Eurowingsa320 wrote:I wonder when we will see there first aircraft in this livery
Eurowingsa320 wrote:Tc-jpc ex TK airbus a320 spotted with the new livery
https://www.instagram.com/p/Bpc4lcEgGQ2 ... oblo7e5bnz
