With total neo sales of over 7,500, I'm sure Airbus thinks the effort was well spent and is laughing all the way to the bank. The market likes the A321 as well as
the A320, not instead of. For reference/education - total A320 sales = 8,617, total A321 sales = 5,434.
What were they thinking?
Yes, that's why there is this question of this A319neo's future because it has only so few orders and only 3 (three)
have been delivered since its certification in 2019.
What were they thinking about the A319neo?????????
A review of the available CSeries and PW1000 specifications/ tests, made Airbus take the combination very serious from the start. Some say it was a major incentive to launch the NEO. Of course including the 150 seat A319NEO.
That's a very nice talking point.
However, if you examine the reality, it does not stand the straight face check.
The PW110G-JM powered A319neo was certified in December 2019 and none has been delivered so far.
The Leap-1A version got its type certificate in late 2018 and only 3 (three) have been delivered so far.
Airbus indeed took over the C Series in July 2018 and even increased their stake in the program to 75% in February 2020. That's good for them.
Since then, the production rate of the A220 stagnated at about 4 to 5 units per month.
The question is obviously on the reality of the market of 100-130 seat aircraft. What if the market is not big enough to make two offers from the same aircraft manufacturer?
The market is very crowded and there a plethora of offers in that segment, from the E190-E2 in the smaller side of the spectrum up to the 737-7 at the bigger capacity side of the spectrum.
How do A220-100/PW1500G, A220-300/PW1500G, A319neo/PW110G-JM and A319neo Leap-1A play in that market segment?
How would Airbus deal fairly with all the engine manufacturers in that group of Airbus aircraft?
That's the kind of questions that people need to ask themselves.