SteelChair
Posts: 1095
Joined: Fri Aug 25, 2017 11:37 am

Re: A220 question

Sat May 11, 2019 7:17 pm

strfyr51 wrote:
twaconnie wrote:
I didn't know PW had the worst reliability engines out there.Will the new GTF series be better?

Pratt does NOT have bad reliability!! I've flown on an worked on Pratt engines for 45 years. GE bought their exclusivity with Boeing for the 777 and 747 but we'll see about the newer models as PW develops the GTF technology. If it was all that? Then the USAF didn't think so as their new tanker the KC-46 is equipped with Pratt PW4062's which I KNOW to be a reliable engine and it has been since it replaced the JT9D


Go check the IFSD stats I've mentioned: CF6-80A2 vs PW4000, RB211-535 vs PW2037 and get back to us.

On the 767 in ETOPS service the PW4000 IFSD rate is almost twice that of the CF6-80C2. I believe that the KC-46 got the PW engine for political reasons, like the F-35.
 
SteelChair
Posts: 1095
Joined: Fri Aug 25, 2017 11:37 am

Re: A220 question

Sat May 11, 2019 7:18 pm

KlimaBXsst wrote:
KlimaBXsst wrote:
Actually ... Boeing narrow bodies and the Airbus 320 series offer a far more spacious, comfortable and wider 2x2 product in first.

I guess if the A220 operators went to 1x2 as on the Ejets in first class ... the people up front might be a lot more comfortable.


But the 2x3 in coach on the A220 is more spacious than the 3x3 A320 and 737.
 
SteelChair
Posts: 1095
Joined: Fri Aug 25, 2017 11:37 am

Re: A220 question

Sun May 12, 2019 1:43 am

Babyshark wrote:
SteelChair wrote:
As has been said many times, the A220-100 (at least at Delta) is not a replacement for main line jets, its an upgauge from 76 seat RJ's. Remember, pilot shortage is looming for RJ airlines.

The A220-300 may prove to be a replacement for A319ceo and 737-7 since the 737-Max and 319neo aren't selling. The unresolved issue is if the A220-500 will ever be built, there are those who believe it won't because it is too big and would compete with A320. But at that point you would have a complete A220 series, with parts and pilot commonality And that A220 series is more optimized for thinner city pairs than the larger/wider (6 abreast) A320 series and 737 series.

Remember, in the age of capacity discipline, smaller jets rule.


If capacity disciplined ruled you wouldn’t replace RJs with 221s and 223s.

Or 88s with 321s. But I can tell you our operational benefit at Delta has been less gate congestion and better on time performance.

And the 319s are staying.


I agree that the CS is an upgrade from RJ's and the 321 is an upgrade from 88s. But there is still discipline. It wasn't all that long ago that A concourse was clogged with L1011s and domestic 763's. Widebodies domestically are anathema right now, perhaps for a long time.

Would you care to say how long the 319s are staying? Indefinitely?
 
Andy33
Posts: 2448
Joined: Tue Sep 15, 2009 9:30 am

Re: A220 question

Sun May 12, 2019 6:58 am

wjcandee wrote:

Yeah the 757 had "range nobody needed" and look at it now.



Well, you can look at it in North America, and a few European airports flying in from North America or Iceland. Elsewhere you will pretty much look in vain for passenger 757s these days, and indeed there are whole areas of the world where they never sold. These days the USA is an important market for aircraft, not the important market.
 
NWADTWE16
Posts: 662
Joined: Fri Jun 29, 2012 5:12 am

Re: A220 question

Sun May 12, 2019 9:12 pm

This plane is receiving rave reviews from passengers, DL & B6 are not stupid. I find it sadly hilarious that everything good becomes the obsession of a good portion of this group. Not a good obsession either, its like some twisted thing where if its a great thing for people it must be crushed. I think many of you have BoeingMania, which is likely what caused Boeing to make a global arse of themselves trying to end this plane.

Now look, Boeing is in a spiral it can barely get out of it, Karma is quite a fun one at times. The A220 family will grow and grow, and I have a feeling this summer we will have some very fun new operators signing on, especially with the death machine grounded.
I haven't been everywhere, but it's on my list!
 
Babyshark
Posts: 176
Joined: Mon Oct 29, 2018 4:48 pm

Re: A220 question

Sun May 12, 2019 11:30 pm

SteelChair wrote:

I agree that the CS is an upgrade from RJ's and the 321 is an upgrade from 88s. But there is still discipline. It wasn't all that long ago that A concourse was clogged with L1011s and domestic 763's. Widebodies domestically are anathema right now, perhaps for a long time.

Would you care to say how long the 319s are staying? Indefinitely?


Youngest A319 is a 99 build, most 02 and 03. For Delta that's an infant. And we need them and even the older 320s bad with the T Tails leaving and the 220 barely moving in. So they're staying sometime between tomorrow and indefinitely.

As to discipline, we have gate issues too. It doesn't make sense to add more frequency anywhere and everywhere. It's better we run 12 flights on a 321 to a place we ran 16 MD88s. Fewer crews. More operational flexibility. More gate reliability. Better on time. Better use of ground resources.

And more discipline, it's a small reduction in capacity on the route. Network loves that stuff. So yes more discipline, but it doesn't mean smaller jets 1:1.
 
Babyshark
Posts: 176
Joined: Mon Oct 29, 2018 4:48 pm

Re: A220 question

Sun May 12, 2019 11:30 pm

NWADTWE16 wrote:
This plane is receiving rave reviews from passengers, DL & B6 are not stupid. I find it sadly hilarious that everything good becomes the obsession of a good portion of this group. Not a good obsession either, its like some twisted thing where if its a great thing for people it must be crushed. I think many of you have BoeingMania, which is likely what caused Boeing to make a global arse of themselves trying to end this plane.

Now look, Boeing is in a spiral it can barely get out of it, Karma is quite a fun one at times. The A220 family will grow and grow, and I have a feeling this summer we will have some very fun new operators signing on, especially with the death machine grounded.


J says:
April 16, 2019 at 10:21 am

I’m sorry, but I have flown the A220 now 4 times in the past 2 weeks between IAH-LGA and I think the plane is over-hyped.

The Entertainment system (when working – it was broken on 1 of my flights) and overhead storage is a plus and the seat cushions are better, but I would rather have the E175 back on this route. First Class is tight. The bulkhead is even tighter. Coach is an improvement for sure, but overall, I’m just not overly impressed.


https://onemileatatime.com/delta-a220-first-class/

Image

According to seat guru seat pitch and economy is the same range as the others. If it was 2 inches longer in seat pitch delta would just add another aisle. It's not magic.

But I do have to agree with that customer in this way, the ejets are our best economy seats. 2x2 is so nice. Just ask everyone sitting in first, you want a middle seat up here? Nope. 2x2.
 
Babyshark
Posts: 176
Joined: Mon Oct 29, 2018 4:48 pm

Re: A220 question

Mon May 13, 2019 12:04 am

Actually seat guru says

Pitch and Width

A221 Economy 30-32 18.6

A319 Economy 30-31 18 with 1 full aisle of overwing exit, not the 1 seat removed style that I cant figure how the FAA signed off on it

A320 V2 Econ 30-31 18 with 2 aisles with overwing exits

E175 Economy 31 18.25

717 Economy 31 18

Boeings?... screw them. I'll take the 220 all day over 757 and 737.
 
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aemoreira1981
Posts: 2827
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Re: A220 question

Mon May 13, 2019 12:24 am

The real issue is that it was delayed so long. In the Americas, the A220 needed that B6 order badly, and I suspect that the BCS1 could still be ordered by B6 for current E190 routes, in addition to the BCS3.

As for UA, consider that:

Their original 55 A319s are 17-21 years old,
The pmCO 737-700 fleet (38 strong) is around 20 years old. (2 were leased secondhand.)
Their original 98 A320s (excluding N450UA, which left the fleet in 2004) are between 17 and 26 years old.

Yes UA is acquiring 45 secondhand A319s (25 on lease) and 6 secondhand A320s, but that fleet is aging and I see the larger end being replaced with the 737 MAX 9.

Ultimately, that will be about 140 aircraft in the 125-seat class needing replacement. Could UA be enticed if Airbus offered a good deal for 150 A220-300s with 75 options once the second FAL opens? American appears to have gone all-in on the A319,
 
freakyrat
Posts: 1713
Joined: Fri Aug 22, 2008 1:04 pm

Re: A220 question

Mon May 13, 2019 12:37 am

DiamondFlyer wrote:
stl07 wrote:
compensateme wrote:
I could see the A220 on the following routes:

from CVG:
upgauging regional jets on: BOS, LGA, DCA, ORD, DEN, IAH, SFO
service resumption: STL, PBI, RSW, SAN, SNA, SJC, PDX, XNA

from ATL:
new service: FAI, GEG, BOI, EUG, RDM, IDA, GTF, HLN, BIL, LGB (hopefully soon!), LAN, AZO, MBS, ITH, ELM, SWF

Don't they still fly to stl


And RSW. None of those cities are going to happen from ATL, they’re simply overflying a hub to get to ATL in most cases.

CVG-NYC might happen for some flights. Outside of that, I doubt CVG sees many of those cities on the 220, maybe the 717


SBN could see an A220 during Notre Dame Football weekends for the SBN-LGA flight.
 
rrbsztk
Posts: 125
Joined: Sun Jan 20, 2019 2:48 am

Re: A220 question

Mon May 13, 2019 1:34 am

aemoreira1981 wrote:
As for UA, consider that:
Ultimately, that will be about 140 aircraft in the 125-seat class needing replacement. Could UA be enticed if Airbus offered a good deal for 150 A220-300s with 75 options once the second FAL opens? American appears to have gone all-in on the A319,


UA also has in their scope clause (unless something changed) if they get the A220 (might have to be the -100) they get one large regional jet for 1.25 new small narrowbody mainline up to 70RJ/88A220. They are adding the new 50 seat on a ~70 seat plane to improve their regional product but probably would have at least some interest in 70 more large regional jets.
 
User avatar
aemoreira1981
Posts: 2827
Joined: Mon Jan 09, 2017 12:17 am

Re: A220 question

Mon May 13, 2019 4:09 am

rrbsztk wrote:
aemoreira1981 wrote:
As for UA, consider that:
Ultimately, that will be about 140 aircraft in the 125-seat class needing replacement. Could UA be enticed if Airbus offered a good deal for 150 A220-300s with 75 options once the second FAL opens? American appears to have gone all-in on the A319,


UA also has in their scope clause (unless something changed) if they get the A220 (might have to be the -100) they get one large regional jet for 1.25 new small narrowbody mainline up to 70RJ/88A220. They are adding the new 50 seat on a ~70 seat plane to improve their regional product but probably would have at least some interest in 70 more large regional jets.


The A220-300 is an A319-sized jet with slightly higher capacity (exit door limit of 160), but lighter and with slightly less range.
 
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Veigar
Topic Author
Posts: 440
Joined: Sat Jun 27, 2015 4:09 pm

Re: A220 question

Mon May 13, 2019 5:53 am

aemoreira1981 wrote:
The real issue is that it was delayed so long. In the Americas, the A220 needed that B6 order badly, and I suspect that the BCS1 could still be ordered by B6 for current E190 routes, in addition to the BCS3.

As for UA, consider that:

Their original 55 A319s are 17-21 years old,
The pmCO 737-700 fleet (38 strong) is around 20 years old. (2 were leased secondhand.)
Their original 98 A320s (excluding N450UA, which left the fleet in 2004) are between 17 and 26 years old.

Yes UA is acquiring 45 secondhand A319s (25 on lease) and 6 secondhand A320s, but that fleet is aging and I see the larger end being replaced with the 737 MAX 9.

Ultimately, that will be about 140 aircraft in the 125-seat class needing replacement. Could UA be enticed if Airbus offered a good deal for 150 A220-300s with 75 options once the second FAL opens? American appears to have gone all-in on the A319,


Might be a bit off topic, but briefly, what would the story for N450UA be? Why was it parted out so quickly?
 
User avatar
aemoreira1981
Posts: 2827
Joined: Mon Jan 09, 2017 12:17 am

Re: A220 question

Mon May 13, 2019 3:08 pm

Veigar wrote:
aemoreira1981 wrote:
The real issue is that it was delayed so long. In the Americas, the A220 needed that B6 order badly, and I suspect that the BCS1 could still be ordered by B6 for current E190 routes, in addition to the BCS3.

As for UA, consider that:

Their original 55 A319s are 17-21 years old,
The pmCO 737-700 fleet (38 strong) is around 20 years old. (2 were leased secondhand.)
Their original 98 A320s (excluding N450UA, which left the fleet in 2004) are between 17 and 26 years old.

Yes UA is acquiring 45 secondhand A319s (25 on lease) and 6 secondhand A320s, but that fleet is aging and I see the larger end being replaced with the 737 MAX 9.

Ultimately, that will be about 140 aircraft in the 125-seat class needing replacement. Could UA be enticed if Airbus offered a good deal for 150 A220-300s with 75 options once the second FAL opens? American appears to have gone all-in on the A319,


Might be a bit off topic, but briefly, what would the story for N450UA be? Why was it parted out so quickly?


Apparently it was leased, then it went to Blue Wings, Mahan Air, and Iran Air. It cannot be legally operated because of sanctions barring Iranian airlines from operating any plane once flown under an N registration. Currently it's a parts plane. That one was line #857.
 
User avatar
NameOmitted
Posts: 673
Joined: Sun Oct 23, 2016 7:59 pm

Re: A220 question

Mon May 13, 2019 5:53 pm

Can the engines be turned around quickly enough to replace the 717s flying around Hawaii?

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