What you know is entirely irrelevant because you can’t discuss it here. And quite frankly I am starting to think you’re really inflating your resume through omission. This is bordering on trolling at this point.
Well, as you said it is absolutely irrelevant. That is why you should consider only what is written here seriously and thoroughly.
You don’t get to assert authority about your experience while not being able to actually add anything of value to discussion. Put up or shut up as the line goes.
There is not any need to say anything about the aircraft when the issue is about the market. We will discuss about it further down.
What? I did not write the article issued by Financial Post about the trade between C Series order by Air Canada and the lawsuit concerning the maintenance. And it was Alain Bellemarre who said he would pull out of the deal if the lawsuit was not dropped.
Come on ....
I think the best way to it for the government is to leave Air Canada alone until some of the aircraft are delivered and then come back with the lawsuit.
And that says nothing about the airplane, despite your weak attempt to tie the two. Air Canada had an opportunity to leverage an order to remove legislative mandates that were frustrating them. They used it.
I think the government should just let several aircraft to be delivered and then comes back with the lawsuit when the point of no return is reached since it would not bother Air Canada anyway. LOL
You still haven’t answered my other point. If the airplane is such a dog why are airlines like JetBlue and Air France ordering it? Why is AirBaltic building their entire business around it? Why is Delta putting on top up orders? Are all the CEOs, business analysts and network planners morons at all these airlines? Maybe you should send them your resume, and let them know there’s someone out there who knows better.....
There are other things about aircraft sales than just the aircraft. The fact is that the total order since its launch in 2008 reaches only about 500 aircraft today. The C Series was marketed since eleven years when there was almost no other credible aircraft in the market segment.
Today it is in the same market as other aircraft like A319neo, E19x-E2 and so on. I do not expect the sales to be booming now when durin the last eleven years it obtained only 500.
I know it is difficult to accept, but that's the situation today.
Well, You know that the C Series was launched for the second time in 2008 or eleven years ago. The total order is still around 500 after launch, including more than one year marketing and sales under Airbus.
Could make similar points about the E2. It’s tough to compete against Boeing and Airbus. I expect E2 and A220 sales will sell quite well now that the Big Two own those programs.
No, the E2 was launched only in 2013 or only six years ago. There is a difference of 5 years in term of launch between the C Seried second launch and E2's launch.
The scary thing is that E19x-E2 are being delivered when there are still a small number of CS100 and CS300 flying out there. In reality, the initial five year head start of the C Series is almost gone due to the delays on the C Series program.
I am afraid it reflects the reality os the market and it also applies to Embraer's aircraft.
You just can’t resist sour grapes....
Over 2700 736,73G, 318 and 319 were sold. They have to be replaced. Some will be upgauged. But there’s a lot of route/frequency combinations which require rotations with < 150 seats. Not to mention RJ routes that need to be upgauged.
Fundamentally, your assertion is that no airplane with less than 160 seats maineline or 180 seats LCC is feasible on any flight. Airline CEOs would laugh at that.
Well, airline CEO can laugh and it does not matter.
You said more than 2,700 737-600, A318 and A319 were sold. That's true, but the market reality is way different today.
This is exactly what Bombardier execs thought back then. They expected to:
- replace those aircraft on one-to-one basis
- capture the market of regional jets where the routes would need bigger aircraft
After eleven years of marketing, there are only about 500 orders.
Again I repeat that the market has evolved since ten years and the C Series now needs to fight inside a market segment where there are several contenders that have all reached or almost reached certification (C Series, E19x-E2, A319neo, 737-7). That's a lot of offers in a limited space.
Obviously the A319neo is only interesting for some specific cases like when the need is only for a small number of small aircraft in an A32neo fleet. The same comment applies to 737-7 with 737 MAX family.
Both E19x-E2 and the C Series do not have much commonality with Boeing and Airbus narrowbody respectively.
If you look into it carefully then the C Series and the E19x-E2 are interesting only if the airline can build a big enough fleet of the aircraft.
It is also interesting for small airlines that need only small number of small aircraft and still do not have bigger narrowbody.
My comments apply for both E19x-E2 and C Series.
I know the situation is not comfortable for those small narrowbody, but that how it is.
That is why it is very important to make sure the production costs remain low, because the pressure is high from volume perspective and also from pricing perspective.
I sincerely hope the C Series would succeed, but there are indications its life would not be very simple. The E19x-E2's life is not much easier, but it has the advantage to be a derivative so it represents lower industrial and financial risks.