The fate of the Saudi A320s facinates me. So slow to entry and almost 40% spun off.
With Qatar Airways announcing the retirement of their A320's by 2024, I wonder if G4 will try and pick them up.
Most of them are powered by IAE Engines, G4 is in the market for CFM powered ones, so probably a slim possibility only for the 8 CFM powered ones in the Qatar Fleet which will be the last ones to retire in 2024 tough.
The cost if a second engine type is much less than it used to be. At some price and quantity G4 should consider V2500 powered A320CEOs. I'm not saying it is certain, but it opens up a different pool of aircraft.
Late edit:. V2500 initially certified in 1988:https://en.m.wikipedia.org/wiki/IAE_V2500
Since G4 does best hunting for 12 to 15 year old aircraft. That is 2004 to 2007 builds. That is when the V2500a5 hit mass production. So there should be just as many V2500 on the market. Now, V2500 has 2 PIPs ahead of the CFM-56-5 (recall, last -7 PIP still hasn't made it over). This gives a few percentage fuel burn advantage, that could increase the price though.
But a different engine keeps most commonality.
Agreed, there are enough examples of airlines who fly A32X with both engine options LH, AA and all the chinese airlines. But right now there is a steady supply of both on the market, so I think G4 will not source IAE in the near future, they simply don't have to.
Maybe the IAE powered A32X will be even more interesting to the passenger airlines, when the freighter conversion program for the A32X family hits steady production. I believe I read somewhere, that the CFM aircraft are the favored ones, at least for the A320. A321 is a different story.
Nevertheless, at the end of the year, G4 is now missing net 3 A320 aircraft. Does anyone how they deal with that? More ex. Vueling?
AB6 - A319 - A320 - A321 - A333 - A388 - AT42 - 733 - 734 - 735 - 73H - 738 - 752 - 753 - 763 - 772 - DC10 - MD83