Polot wrote:

JonesNL wrote:

UPNYGuy wrote:

I am a big proponent of that plane, but might that also speak volumes to the low overall output from airbus re: the A220?

The E2, 777, A330, etc. also had an overall low output and now have even an lower output.

Except for the E2 (which I’m not very familiar with re:production rate) those are all wide bodies though. What is considered “high” output for a wide body is very different than a narrow body.

The A220 has largely been untouched because it still has a strong backlog (stronger than E2) and it had a low production rate to begin with entering covid. Keep in mind that many A220s are not being delivered right now though (DL, for example, hasn’t taken one since early March).

I'll rephrase, the A220 was finally accelerating production to a level a narrowbody is viable. In aerospace, economy of scale is king. CFM certainly used it to drive up profits.

777 and A330 production survive off equipment long paid for. The E2 off the E175 production. Every plane pretty much needs 100+ per year to thrive.

With the, relatively, high A220 utilization during the last few months, that bodes well when orders return. But it is a big question of when...

Lightsaber

Ok thx for clearing that up. Makes more sense

lightsaber wrote:

Polot wrote:

JonesNL wrote:

The E2, 777, A330, etc. also had an overall low output and now have even an lower output.

Except for the E2 (which I’m not very familiar with re:production rate) those are all wide bodies though. What is considered “high” output for a wide body is very different than a narrow body.

The A220 has largely been untouched because it still has a strong backlog (stronger than E2) and it had a low production rate to begin with entering covid. Keep in mind that many A220s are not being delivered right now though (DL, for example, hasn’t taken one since early March).

I'll rephrase, the A220 was finally accelerating production to a level a narrowbody is viable. In aerospace, economy of scale is king. CFM certainly used it to drive up profits.

777 and A330 production survive off equipment long paid for. The E2 off the E175 production. Every plane pretty much needs 100+ per year to thrive.

With the, relatively, high A220 utilization during the last few months, that bodes well when orders return. But it is a big question of when...

Lightsaber

Regarding the A220 utilization rate:81% of all A220.
Air Canada 6/6, Delta 30/31, Swiss 21/29, AirBaltic 14/22, Korean 10/10, Tanzanie 2/2, Egyptair 5/9 total 88/109
https://twitter.com/bouroux/status/1275251363321131009
Is this the highest utilization rate now for all plane-types globally? OK, 81% in this time is pretty sure a really nice value.

T4thH wrote:

lightsaber wrote:

Polot wrote:

Except for the E2 (which I’m not very familiar with re:production rate) those are all wide bodies though. What is considered “high” output for a wide body is very different than a narrow body.

The A220 has largely been untouched because it still has a strong backlog (stronger than E2) and it had a low production rate to begin with entering covid. Keep in mind that many A220s are not being delivered right now though (DL, for example, hasn’t taken one since early March).

I'll rephrase, the A220 was finally accelerating production to a level a narrowbody is viable. In aerospace, economy of scale is king. CFM certainly used it to drive up profits.

777 and A330 production survive off equipment long paid for. The E2 off the E175 production. Every plane pretty much needs 100+ per year to thrive.

With the, relatively, high A220 utilization during the last few months, that bodes well when orders return. But it is a big question of when...

Lightsaber

Regarding the A220 utilization rate:81% of all A220.
Air Canada 6/6, Delta 30/31, Swiss 21/29, AirBaltic 14/22, Korean 10/10, Tanzanie 2/2, Egyptair 5/9 total 88/109
https://twitter.com/bouroux/status/1275251363321131009
Is this the highest utilization rate now for all plane-types globally? OK, 81% in this time is pretty sure a really nice value.

I'm sure that 81% is more than the A320, 737, E190, and a few others.

Looking at details, the bulk of the groundings is AirBaltic and Swiss. For AirBaltic, it is obviously due to being on a reduced schedule. I have no good theory why so many Swiss are not flying.

Lightsaber

lightsaber wrote:

T4thH wrote:

lightsaber wrote:

I'll rephrase, the A220 was finally accelerating production to a level a narrowbody is viable. In aerospace, economy of scale is king. CFM certainly used it to drive up profits.

777 and A330 production survive off equipment long paid for. The E2 off the E175 production. Every plane pretty much needs 100+ per year to thrive.

With the, relatively, high A220 utilization during the last few months, that bodes well when orders return. But it is a big question of when...

Lightsaber

Regarding the A220 utilization rate:81% of all A220.
Air Canada 6/6, Delta 30/31, Swiss 21/29, AirBaltic 14/22, Korean 10/10, Tanzanie 2/2, Egyptair 5/9 total 88/109
https://twitter.com/bouroux/status/1275251363321131009
Is this the highest utilization rate now for all plane-types globally? OK, 81% in this time is pretty sure a really nice value.

I'm sure that 81% is more than the A320, 737, E190, and a few others.

Looking at details, the bulk of the groundings is AirBaltic and Swiss. For AirBaltic, it is obviously due to being on a reduced schedule. I have no good theory why so many Swiss are not flying.

Lightsaber

For Swiss or Air Baltic?

Because the demand is still low in Europe. In one month, the iEuropean ndustry has performed 10 years of digitalization i in business. International corporate travel is still down at zero, leisure flights have still not started.........
Advantage, COVID-19 is contained with few outbreaks especially in the meat industrial facilities. Europe is re-starting,
Disadvantage, low domestic and international travel.