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Old July 31st, 2019, 12:31 PM   #1801
shiinoliveira
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Quote:
Originally Posted by sponge_bob View Post
Airbus would do well to remember what Willie Walsh of IAG said last week about his recent order for 200 MAX aircraft.

https://www.bloomberg.com/news/artic...der-boeing-max

If Airbus cannot get EI-LRA in the air to do its F1 flight by monday, latest, then I suspect that Walsh will dig in even harder behind his controversial decision and he does, after all, run one of the worlds largest airline groups.
I guess it would be a better bluff if he threatened to negotiate with COMAC for C919s. It's not like Boeing is in a better situation presently.
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Old July 31st, 2019, 03:12 PM   #1802
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I guess it would be a better bluff if he threatened to negotiate with COMAC for C919s. It's not like Boeing is in a better situation presently.
An 'I'll go talk to Comac So' bluff routine might work in 5 years time for delivery in around 10 years time. If you tried it today people might just laugh at you.
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Old August 5th, 2019, 08:32 PM   #1803
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Submerged by all passenger orders of the A321XLR, there was a tiny bit of news on the A321 P2F (the OEM-supported program from EFW) at the Paris Air Show:

BBAM signed a LoI for 1 A321 P2F conversion:
https://cargofacts.com/bbam-inks-loi...n-efw-a321p2f/
https://www.caasint.com/paris-air-sh...f-conversions/

If we dive into fleet lists, there are currently two candidates frames for this conversion (if we only take current BBAM-owned frames in account, they may acquire another frame from another operator).
It could be either MSN 1238 or MSN 1250, both built in 2000 and currently operating for Thomas Cook Airlines (since 2007).
Next BBAM-owned frame is already MSN 1836, 2 years younger and operated by Iberia. While not entirely impossible, I suspect this frame will remain with Iberia/BBAM for a longer time.

Then the next BBAM-owned frame is MSN 4570 and of 2011 vintage, so still too young to be converted.

As for the current EFW-prototype (MSN 835, ex-Onur Air, 1998 vintage), it is still at XSP in the works and will probably emerge in Q4. After the required tests and validations, Airbus/EFW hope to obtain the supplemental type certificate in Q2 2020 to start series conversion production.
Vallair is amongst those customers, but frames destined for conversion are currently on short-term leases to passenger operators.
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Old August 14th, 2019, 11:24 PM   #1804
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And even more A321 P2F news: now also Qantas takes the plunge and orders 3 A321 P2F conversions to replace the current B737-300 BDSF freighters it operates for Australia Post.

https://www.flightglobal.com/news/ar...321p2f-460217/

The FlightGlobal article mentions that possible feedstock could be 2 already-owned machines now operating at Jetstar (MSN 1195 & 3717, the first of 2000 vintage and the latter of 2008 vintage). The third one will have to be sourced somewhere else, or could also be one of the leased machines from Jetstar.

After the BBAM LoI and now the firm Qantas order I think the more established carriers will also start to place orders. Suitable B757 feedstock is as good as dried up until Delta and United start to withdraw more machines. And most of those will probably be in tired condition and not worthwhile the conversion anymore.
On the A321 front more and more A321ceos will also be withdrawn after influx of either younger A321ceo or new A321neos, so it makes sense to pass on to the newest Airbus P2F member.
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Old August 15th, 2019, 11:10 AM   #1805
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Well done to those pilots.

They got a fully fuelled A321 down with the fuel tanks intact which means everybody survived.

https://www.bbc.com/news/world-europe-49355236

And they probably had less than 90 seconds too.
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Old August 15th, 2019, 11:30 AM   #1806
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Old August 15th, 2019, 09:17 PM   #1807
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How did this plane overcome a ditch of water (irrigation canal)?
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Old August 20th, 2019, 08:43 PM   #1808
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I am travelling a lot in Airbus A 320. A 320 NEO obviously has smell(Often strong) of Fuel(Kerosene ) in the rear Cabin area while Engine starting and Engine shutting down.
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Old August 21st, 2019, 12:48 AM   #1809
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Quote:
Originally Posted by Elavarasan prince View Post
I am travelling a lot in Airbus A 320. A 320 NEO obviously has smell(Often strong) of Fuel(Kerosene ) in the rear Cabin area while Engine starting and Engine shutting down.
I would contact EASA and point this "Bleed Air" problem out to them for investigation. It does not matter if you are in Europe, the plane is made there is what matters. Make sure you have a/c registration numbers if possible.

I never noticed this on a CEO before. It may warrant an advisory to operators to maintain the system better and check more often.
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Old August 22nd, 2019, 08:04 PM   #1810
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Quote:
Originally Posted by Elavarasan prince View Post
I am travelling a lot in Airbus A 320. A 320 NEO obviously has smell(Often strong) of Fuel(Kerosene ) in the rear Cabin area while Engine starting and Engine shutting down.
I like mild smell of fresh jet fuel on the air though
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Old August 30th, 2019, 11:08 AM   #1811
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AirAsia X orders 12 more A330neo and 30 A321XLR aircraft



https://www.airbus.com/newsroom/pres...-aircraft.html
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Old August 30th, 2019, 02:09 PM   #1812
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AirAsia X orders 12 more A330neo and 30 A321XLR aircraft
Is this "net new" or did they merely convert some of their large preexisting order for A320 neos???
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Old August 30th, 2019, 09:33 PM   #1813
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Quote:
Originally Posted by sponge_bob View Post
Is this "net new" or did they merely convert some of their large preexisting order for A320 neos???
Not quite net new. It was -22 A330neo and +30 A321XLR in their place. Net new A320 family orders so.


https://airinsight.com/air-asia-x-re...s-for-a321xlr/


Quote:
We are talking the purchase of 12 additional A330-900s here to complement the 66 that have been in the orderbook for some time. The 12 were supposed to be 34, a number announced on the last day of the 2018 Farnborough Air Show.
During the press conference Air Asia X CEO Tan Sri Rafidah Aziz admitted that he had had second thoughts about the follow-on order and confessed his airline had given another proper look at the Boeing 787-9, only to decide to stick with a single fleet of A330neo’s.
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Old September 3rd, 2019, 06:49 PM   #1814
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The P&W issues in India simply won't go away.

https://www.livemint.com/companies/n...446957760.html

They are now restricted to ETOPS 60 it looks like.
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Old September 3rd, 2019, 11:12 PM   #1815
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Quote:
Originally Posted by sponge_bob View Post
They are now restricted to ETOPS 60 it looks like.


Probably going in to mainstream opinion and the pro-A321LR camp here: narrowbodies, including the A321LR shouldn't have more than ETOPS 120 IMHO. Only on the Mainline US-Hawaii corridor ETOPS 180 is useful and needed.
On all other routes with extended over-water operations it just eats into widebody territory, and it should remain reserved to widebodies to operate on such missions.
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Old September 4th, 2019, 12:29 AM   #1816
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Only on the Mainline US-Hawaii corridor ETOPS 180 is useful and needed.
On all other routes with extended over-water operations it just eats into widebody territory, and it should remain reserved to widebodies to operate on such missions.
It is also allowed on the north atlantic where 120 is not enough (Newfoundland and Ireland are 4.5 hours apart). If widebodies themselves were not twins nowadays you would have a case, mind. The 757 was not originally ETOPS 120 certified when it first flew in the 1980s. That came later.

It is most unusual to see any modern engine reduced to ETOPS 60 like the Indian regulator has just done but I am not sure this applies to the A321neo as well as the A320neo.
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