I would also add the fact that, for Airbus to be competitive on this area, it would be another loss making A220 order... how many can they have? I am sure they are not making much money (if at all) on ITA's one and Air France's is probably narrow too.
So many more factors than just a direct loss (assuming the conclusions of the previous post) on the A220s though. If tossing in A220s helps swing the carrier to all-Airbus, then that's 20yrs+ of parts/service on A32X won-- as just one example.
Sound words LAX.
The upfront, disclosed purchase price, is but a bit player in the total package deal.
Airbus have an advantage, because they hold pre-existing A32 family orders, and nearly pre-existing orders for the A35. If retrospective discounts on the new NB purchases are grouped with those existing orders, the effective unit price is lowered for the new AND already ordered / negotiated aircraft.
Given the A32 and A22 families are owned by the same management team, there will clearly be opportunities for a package deal, which might result in a rather high A22 disclosed price (Airbus are desperately trying to raise customer price expectations, after early giveaway Bombardier deals).
Boeing doesn't have as much wiggle room, because the Board is unlikely to want to match MAX compensation prices, for which the opportunity to order is rapidly closing. To offer QF a comparable compensation unit price after retrospective credits are deducted, will re-kindle expectations and demands from airlines which they have already said no to top up orders.
If Boeing could secure a Sunrise 787 / 777X deal, maybe, but Boeing have not long ago closed 787 compensation for the engine issues, and now are re-visiting for build issue delays, so hardly want further downward price pressure. And the 777X team almost certainly promised the Board, with the demise of the A380, they could lift unit prices (after credits), and look where that has got them?