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Old November 3rd, 2019, 11:04 PM   #1841
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Pratt and Whitney woes in India will not stop.

https://timesofindia.indiatimes.com/...w/71831570.cms

4 engine shutdowns on takeoff in the last week, all on A320neo with P&W engines. Pratt are sending a "top level" team to India to face the music from the regulator there.

The toxic soup of air they encounter, daily, on takeoff can't be any help of course.
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Old November 3rd, 2019, 11:32 PM   #1842
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Further complicating matters is that Pratt have been told to replace 100% of the 200 engines in service on the 100 neos that Indigo have....by the end of January 2020. Also affected are the 70 engines on Go Air neos for a grand total of around 270 engines needed in short order.

https://www.reuters.com/article/us-i...-idUSKBN1XB3X1

This means that more or less every P&W GTF produced from now to January will have to be used in the re engining programme....and none will be available for new aircraft.

If the reengine plan does not deliver a substantially more reliable product then the DGCA could even ban Pratt and Whitney in a years time. I would expect ETOPS 120 to be permitted again, by the Indian regulator, and by next summer if things are going well.
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Old November 4th, 2019, 12:01 AM   #1843
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Quote:
Originally Posted by sponge_bob View Post
This means that more or less every P&W GTF produced from now to January will have to be used in the re engining programme....and none will be available for new aircraft.
ouch.

Is it possible that IndiGo decides to re-engine some of the planes with CFM engines, or are the changes between a PW-ready and a LEAP-ready airframe too important for a conversion ?
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Old November 4th, 2019, 01:17 AM   #1844
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Originally Posted by TER200 View Post
ouch.Is it possible that IndiGo decides to re-engine some of the planes with CFM engines, or are the changes between a PW-ready and a LEAP-ready airframe too important for a conversion ?
I don't think they can re engine a plane once built but I could be wrong.

Indigo have ordered a stupendous number of A320neo ( I have lost track but it could be 700 by now and is likely 600) but they only ordered P&W engines for the first 120 or 150 and they ordered Leap Engines this summer for later deliveries.

So they already have most of their P&W orders as they have around 100 in the fleet now. Airbus have hardly delivered 30 a/c a month with P&W engines ever so this delivery level indicates a production capacity of 60 engines a month in P&W and the Indian Regulator wants 200 plus new ones installed by the end of January ...or else????

March 2020 marks the 4th anniversary of the first A320neo with a P&W engine in India and the regulator has heard a whole lot of promises by P&W since then.

https://www.flightglobal.com/news/ar...-a320n-454247/

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Old November 4th, 2019, 01:18 AM   #1845
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...

Last edited by sponge_bob; November 4th, 2019 at 01:26 AM. Reason: dupe
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Old November 18th, 2019, 01:33 PM   #1846
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Air Arabia orders 120 Airbus A320neo Family aircraft, including XLRs



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Air Arabia, the Middle East and North Africa’s first and largest low cost carrier, has signed a firm order for 120 Airbus aircraft comprising 73 A320neos, 27 A321neos and 20 A321XLRs.
https://www.airbus.com/newsroom/pres...ding-xlrs.html
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Old November 19th, 2019, 03:25 AM   #1847
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Before the Dubai Airshow.

https://www.flightglobal.com/news/ar...-persi-462255/

Quote:
Total A320-family orders by the end of October this year had reached 15,193 after Airbus secured firm agreements for almost 400 of the twinjets last month – including 300 from IndiGo.

Boeing's customer data for the 737 shows total orders of 15,136 to the end of October. These figures include airframes for the US military.
deliveries are a different story.

Quote:
Airbus still remains nearly 1,500 aircraft behind Boeing in terms of deliveries, however, with 9,086 A320-family jets handed over against 10,563 737s of all variants.
1500 being about as many 737s as were produced, in total, until 1989 or so. It has been neck and neck ever since on deliveries.
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Old November 19th, 2019, 09:26 AM   #1848
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easyJet orders 12 more Airbus A320neo aircraft



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easyJet has exercised purchase rights to increase its fleet of A320neos by 12 new aircraft. The agreement takes the carrier’s total order for the A320neo Family to 159 aircraft and its overall orders for Airbus single aisles to 480 A320 Family.
https://www.airbus.com/newsroom/pres...-aircraft.html
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Old November 19th, 2019, 01:03 PM   #1849
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flynas firms up 10 A321XLRs



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flynas, Saudi Arabia’s first low-cost airline, has signed a firm order for 10 A321XLRs at the 2019 Dubai Airshow.
https://www.airbus.com/newsroom/pres...-a321xlrs.html
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Old November 19th, 2019, 03:24 PM   #1850
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GECAS orders 12 A330neo and 20 A321XLR aircraft



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GE Capital Aviation Services (GECAS), the commercial aircraft leasing and financing arm of General Electric [NYSE: GE], has signed a firm order for 12 highly efficient wide-body Airbus A330neos and 20 long-range single-aisle A321XLRs.
https://www.airbus.com/newsroom/pres...-aircraft.html
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Old November 19th, 2019, 07:11 PM   #1851
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I just don't get why Air Arabia and flynas are ordering XLR's.. are they really thinking they both can be a second WOW air, only in the ME + Asia instead of the Northern Atlantic ?

I don't think they have any interesting routes for this type of aircraft, except for some secondary cities in likeminded/allied (Islamitic) countries in East Asia. Maybe also a part of India, who knows, but China will probably remain in the hands of the majors (Emirates/Qatar/Etihad/Saudia).
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Old November 20th, 2019, 12:10 AM   #1852
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Quote:
Originally Posted by btrs View Post
I just don't get why Air Arabia and flynas are ordering XLR's.. are they really thinking they both can be a second WOW air, only in the ME + Asia instead of the Northern Atlantic ?
Indonesia, secondary cities, of which there are many,

http://www.gcmap.com/mapui?P=BTJ-RUH
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Old November 21st, 2019, 05:28 AM   #1853
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Quote:
Originally Posted by btrs View Post
I just don't get why Air Arabia and flynas are ordering XLR's.. are they really thinking they both can be a second WOW air, only in the ME + Asia instead of the Northern Atlantic ?

I don't think they have any interesting routes for this type of aircraft, except for some secondary cities in likeminded/allied (Islamitic) countries in East Asia. Maybe also a part of India, who knows, but China will probably remain in the hands of the majors (Emirates/Qatar/Etihad/Saudia).
I do think there is. For instance, fares for Southeast Asia - Middle East are really high (the few times I checked it's always around 400-500 USD roundtrip). If they are able to offer fares 25 to 50 % lower than that (in the same way AirAsia X pricing for Southeast Asia - North Asia is compared to legacy carriers), I do believe there is a market for it.
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Old November 23rd, 2019, 11:44 PM   #1854
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Saudi has historically only allowed in pilgrims for the Hajj and absolutely no other tourist visa was ever issued, they only allowed business travellers. Now they are opening up for Umrah traffic, Umrah is a Hajj Lite pilgrimage that can be done anytime and they will also allow tourists who are not muslim and will not visit the holy sites as they are not allowed to, and won't be.

This could all result in a major jump in traffic to and from Saudi Arabia and not just to Jeddah where the Hajj terminals are part of the airport. Hajj traffic has traditionally been wides to Jeddah.
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Old November 24th, 2019, 08:04 AM   #1855
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How may 321XLR have been ordered?
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Old November 25th, 2019, 03:41 PM   #1856
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Turkish are sort of giving up on Airbus deliveries for the next year.

https://www.flightglobal.com/news/ar...t-plan-462508/

Quote:
The carrier's fleet plan at the end of June indicated it would have 39 A321neos in 2020.

But the latest revision, for the third quarter, shows that this figure has been cut by nine to 30 aircraft. The A321neo fleet will realign with the earlier forecast in 2021 when it rises to 59.
They are being very optimistic on the delivery timetable being sorted by 2021.

Quote:
Turkish Airlines also shows a hike in the number of 737-800s in its 2020 fleet, to 88 aircraft from the previous figure of 75.
No ,that is not a mistake.
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Old November 29th, 2019, 10:45 AM   #1857
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Here is an example of a recent news story about Boeing that is as much a problem for Airbus as for Boeing.

https://www.flightglobal.com/news/ar...n-cowl-462417/

An engine blade had failed at the front and debris flew FORWARD. So the "containment" did not work as this debris went the wrong way. The thing is..... the A320 has the exact same engine which would fail exactly the same way were it to happen.

Therefore any change to a cowl at the front of a 737 will be mandated for the A320 too. I am not sure how much extra weight will be added to each 737 and A320 as a consequence but perhaps a few Kg more for each A320 with the bigger fans.

There will be no groundings here but the new cowls will have to be retrofitted over a period of years on all fleets, once the order is given.
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Old November 30th, 2019, 06:56 AM   #1858
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Doesn’t NG have a cowl that is flat on the bottom, while 320 one is round?

Does that make it “technically different”?
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Old November 30th, 2019, 02:46 PM   #1859
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https://leehamnews.com/2019/11/28/co...rs-to-the-fsa/

This is the long term response to the MAX crisis and to the A321neo and its LR and XLR variants gobbling up the market at ~200 seats with a decent range.

While Airbus could respond with an A220 stretch (the CS500 variant) to defend itself under 200 seats capacity an all new aircraft would likely be required to defend the space above 200 seats (and below the capacity of a twin aisle).

Quote:
As Boeing works its way through the 737 MAX crisis, all consideration whether to launch the New Midmarket Aircraft (NMA) is on hold.

But the Boeing sales force has been testing the market with a single-aisle concept, the Future Small Airplane (FSA) to replace the MAX.

This highly confidential effort has been underway for months. Some lessors have been approached to swap some MAX orders for the FSA
It will be interesting to see when Airbus is forced to come up with something higher tech than an oft discussed A322, especially given the centre of gravity issues that have affected the A321neo in 2 class layout and with too much weight down the back nowadays.

Right now the A321 is a runaway train in terms of sales (not that production is keeping pace with sales) but it will be interesting to see where the Boeing FSA is pitched in the end. It does look like the 787 is holding its own against the A330neo so this battle will be fought around the 200 seat mark and with stretches and tweaks on variants that could carry 250 pax.

And do be mindful that NEITHER Boeing nor Airbus want to find themselves undone by the "Elop Effect"
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Last edited by sponge_bob; November 30th, 2019 at 02:56 PM.
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Old December 2nd, 2019, 09:11 AM   #1860
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I just thought about that the other day. With all that is happening to the MAX, the lack of offering to counter the a321 (and co) and now the increasing popularity of the a220. Isn't coming up with an all-new frame the only effective way to win back narrow-body market share?

The tricky part is that one plane (even with multiple variants) won't probably be able to efficiently compete in the a220 territory, the a320-737 territory and the a321-NMA territory. My engineering skills are very limited but looking at capability of existing planes, Boeing probably have to chose either the first 2 or the last 2.

As for Airbus, last year there was a rumor of Airbus has started looking into a replacement for the a320 family and a re-engined a350. The rumor started as Airbus was hiring for those projects if I recall correctly. I do agree with you, they will most likely stretch the a220 as that's a cheap but effective option. That will probably replace the lower end of the a320 family. Additionally, my guess is that the base model for the all-new frame will be the size of the a321, with a stretch that is a direct competitor to Boeing's proposed NMA.
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