|Quoting AirbusCanada (Reply 111):|
Indigo has the largest backlog of A320 NEOs (430 A/C) followed by AirAsia(304 A/C). Largest U.S. order for A320NEO came from Frontier(62 A/C). No single US legacy airline ordered A320 NEOs yet they maned to sell over 3200 aircraft. Largest order for 737Max came from Lion air (201 A/C), followed by SW (200). About 200 out 2900 737MAX order came from US legacies(7% of total backlog) Turkish is the only European legacy airline with an active MAX order book(50AC). As i Said, Narrobody maket is now diminated by LCC's who mostly operate single or duel fleet type.
I don't normally weigh in on these discussions. But..
This comment for me completely hammers home the point behind Airbus launching the NEO.
You mention a whole slew of LCC's who have already ordered the A320NEO
And in huge quantities.
(And with an ever-increasing emphasis on the A321 NEO for what it's worth)
Despite being launched 2 years later than the C-Series, Airbus will be bringing the A320NEO to the airline's earlier than the C-Series, and in quantities that the C-Series can only dream about.
Those huge quantities drive economies of manufacturing and procurement scale.
They build on a huge fleet of A32X family already in place with 95% parts commonality.
They build on a HUGE operational and maintenance infrastructure that is already in existence, which provides economies of scale the C-Series can't hope to match.
Most significantly for BBD and the C-Series though are the programme economics.
The entire NEO programme cost a fraction of the C-series (c. $2Bn vs c. 5.4Bn?) - a fraction that is already amortised across 4000 frames, and most of which was paid for by P+W anyway.
The development cost recovery for each NEO must now be less than $500 000 per frame.
For the c-Series, with 250 firm orders, that number currently looks close to $22M per frame.
That's a huge delta at these market prices IMO.
And with the massive delays (up to 3 years?), what penalties are now associated with those 250 frames?
Those numbers just look like a huge hill for BBD to climb even if the C-Series does command a price premium
I'm a big fan of the C-Series. I like the concept, and it definitely shook the narrowbody market up.
But predictably the response from Airbus was always going to be a very heavy punch (heavy enough to demand a similarly heavy counterpunch from Boeing)
No matter how efficient the C-Series is, Airbus can bring a whole slew of scale economies to the table which the C-Series just can't offer until such time as there are several thousand in service, and production is 40 per month plus.
And it is the delivery of those very economies that is going to make it SO difficult for the C-Series to make that volume growth.
|Quoting AirbusCanada (Reply 111):|
1. A320CEO pilots have to get a new type rating if the want to fly the NEO. (Notice how you can't find a single press release from airbus on common type rating between A320CEO and A320NEO).
A link demonstrating this would be good.
My first thought was that the type commonality is so obvious that it isn't even mentioned.
|Quoting PlanesNTrains (Reply 119):|
Not only will Airbus try to match or get close to the CS500 deal, but there will be less crew retraining and more overall familiarity with the Airbus over the CSeries. And - the Airbus is a mostly known commodity with huge worldwide reach of their product.
Airbus can pitch competitively to an enormous existing customer base with a product whose introduction will be almost unnoticeable.
Provided BBD can get over the financial difficulties the programme currently faces, I think the C-series can go on to be a success.
But IMO that is going to be a very long haul.