And to think that just a short time ago, many people were saying the 220 wasn't viable.
While I see the LR/XLR as a niche product, it does help set the table for the 500, which will be launched before 31 Dec 2021 imho.
The 220 is still just getting started. Imagine 5 years from now.....3 fuselage lengths and multiple weight/range versions available from 2 factories, with the 5 abeast market a virtual monopoly.
I think the A220-100 faces serious competition from the E190E2 and E195E2. For some regionally orientated airlines E195 seat capacity might be enough, maybe even on the high side. The probably would prefer the E2 series.
I think it is important Boeing Brasil invests in a lean, light up to 99 seat HD E2 version. The current E175E2 doesnt seem to match market requirements and they need a convincing E2 family concept. MHI hasn't been sitting on its hands..
As a Pratt fan, I want the E2 to break out and sell. But this thread is on an even more range A220 and that is where the E2 cannot compete. The A220 has finally gained enough orders to be viable to the point production, not sales, is the #1 concern.
The E2 just doesn't have enough sales. My personal estimate is that 600 of an aircraft (yes, over a thousand if an engine) must now be in service. This is because if extended service intervals where components are rebuilt ever 10 to 12 years instead of every, for example on the MD-80, every about 7 years. Back then, 400 examples were needed to ensure every year there was a batch of 25+ rebuilds every year. Better economy of scale at 50+ or 100+. But 25 was sufficient (on the MD-80 AA was notoriously peaky, skipping years to gain volume discounts).
The A220 will have that economy of scale as long as enough commitments become firm (minus expected cancelations) even without the bevy of expected top off orders (KE and LH). The E2, with new engines, nacelles, and sub systems needs to sell quite a few more. KLM was a nice win for the E2 (as AF was for the A220).
Both need production above a hundred per year in today's market. Both need a large in service fleet for that lovely ancillary revenue.
With Moxie's moves to launch early, I do see an opportunity to sell to them (split fleet). The cost of split fleets is less than it was. (Power by the hour, training centers, predictive maintenance). But that is why US3 (add AC) and EU3 customers are required. DL, UA, LH and others run profit centers on MRO and crew/staff traing (by staff, add line mechanics to pilots and FA) that enable new types. I'm sure I missed others, those are the big outsourcing training/MRO centers. The E2 gaining KLM was key (counters KH techniq), but where is the North American E2 center to counter DL? Hint, UA is a kingmaker here and both airframes better bid accordingly.
Does KE do training? To be blunt, whomever wins the Singapore group has a huge leg up in Asia. So the E2 must accelerate their sales campaigns. They are far from critical mass and lost three critical campaigns: AC, B6, and AF.
But as this is a thread on a longer range A220, this new version is for sales campaigns the E2 need not apply. At this time this version is for existing A220 customers, but will hopefully bring in new such as IAG from DUB (Air Lingus): B6, DL, LH group, Moxie, and KE are obvious top off orders coming down the pipeline.
It always amazed me how much little range PiPs improved sales: 738/739ER (last PiPs dramatically boosted sales), A320, A332, 77W, A333 (in a big way, the poster child of range PiPs increasing sales), 789/78X, A321CEO/NEO/A321LR/xLR and now A220.
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