s543
in service - 2 years
Posts: 3,959 
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Post by s543 on May 9, 2019 10:14:58 GMT 1
10 Hours long flight ! Impresive. |
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on May 9, 2019 10:22:09 GMT 1
The 'beginning of the end' for widebodies ? Will widebody twinjets follow quads into oblivion ? I hope not ...
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Post by airboche on May 9, 2019 12:44:44 GMT 1
I don't think so. Widebodies have belly cargo volume. That's a big business. Dense seating narrowbodies will be a pain on long routes. I think interior design went the wrong direction. We need bigger lavs, bins and galleys not tighter seating for long flights.
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Post by fanairbus on May 9, 2019 12:49:44 GMT 1
'L'A321 XLR est un monstre.'  |
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s543
in service - 2 years
Posts: 3,959
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Post by s543 on May 9, 2019 13:28:12 GMT 1
I think smaller plane on long routes is a good trend. (Not speaking about comfort - that is other story)
It makes possible to make flights from/to final destination without the need to change a plane in some "MEGA-HUB" which is not an experience to wish for, as I am sure we all do agree on. Also those HUBS are getting more and more congested - so if there will be direct flight from A to B without changing the plane and only 2-3 times a week fine - a lot of poeple will select those days to avoid changing a plane in a MEGA-HUB.
Just remember - the iconic 707 was smaller than A321 !!!
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on May 9, 2019 13:51:51 GMT 1
I would thing that the A321XLR would offer more belly cargo than the A321LR. More fixed tankage in the XLR that do not impinge on belly space in the same way as the three ACT in the LR.
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philidor
in service - 6 years
Posts: 8,950
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Post by philidor on May 9, 2019 14:13:29 GMT 1
I would thing that the A321XLR would offer more belly cargo than the A321LR. More fixed tankage in the XLR that do not impinge on belly space in the same way as the three ACT in the LR. Probably, though increased payload/range may translate into denser cabins, hence more luggage. |
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mjoelnir
in service - 2 years
Posts: 4,089
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Post by mjoelnir on May 9, 2019 16:00:24 GMT 1
I think about Icelandair. The A321XLR would be both a good replacement for the 757-200WL, providing similar passenger numbers, ca. 190, and lift regarding cargo on the current routes. With less cargo places like LAX and SFO would be in range.
Icelandair could manage all there current routes with a combination of A321XLR and A320neo. They would perhaps need 3 * A330 for high capacity/limited slot destinations, like LHR, JFK and AMS, with occasional CPH, ZRH and CDG in the mix.
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kronus
in service - 1 year
Posts: 3,401
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Post by kronus on May 9, 2019 16:12:40 GMT 1
I think about Icelandair. The A321XLR would be both a good replacement for the 757-200WL, providing similar passenger numbers, ca. 190, and lift regarding cargo on the current routes. With less cargo places like LAX and SFO would be in range. Icelandair could manage all there current routes with a combination of A321XLR and A320neo. They would perhaps need 3 * A330 for high capacity/limited slot destinations, like LHR, JFK and AMS, with occasional CPH, ZRH and CDG in the mix. CEO of Icelandair thinks so as you:
full text: "The chief executive of Icelandair (FI, Reykjavik Keflavik) has said that its entirely Boeing (BOE, Chicago O'Hare) fleet may be largely or entirely replaced by Airbus (AIB, Toulouse Blagnac) aircraft, specifically the A321-200neo.
Airbus offers the best successor to the ageing B757-200s that make up the majority of the fleet, Icelandair CEO Bogi Nils Bogason said at a meeting with investors in Reykjavik earlier this week. Three options are on the table, the Icelandic online newspaper Visir reported.
"The possibilities we are looking at are, firstly, an unchanged policy where the MAX aircraft, B757 and B767 will be our basic aircraft until 2025 at least. Option number two is a faster renewal of the B757, using the MAX but also taking on the Airbus A321neo. The third option is simply to switch to an all-Airbus fleet,” Bogason said.
Icelandair has taken a hit from the global grounding of Boeing's MAX jets. It currently has five inactive B737-8s on the tarmac and in February took delivery of its first of seven B737-9s on lease from BOC Aviation.
According to its financial reports, it is expecting a total of three MAX 8s and three MAX 9s in 2019, followed by three more MAX 9s and two MAX 8s in 2020. In 2021, one MAX 8 and 9 are expected to arrive.
The current active Icelandair Group fleet currently consists of twenty-two active B757-200s (one of them wet-leased to Cabo Verde Airlines (VR, Praia)), one B757-200(PCF), one B757-200(PF), two B757-300s, and six B767-300(ER)s (two wet-leased from euroAtlantic Airways (YU, Lisbon)). Its Loftleidir Icelandic (Reykjavik Keflavik) subsidiary operates a single B757-200, and another subsidiary, the regional carrier Air Iceland Connect (NY, Reykjavik Domestic), operates three Dash 8-200s and three Dash 8-400s.
Icelandair has previously expressed an interest in Boeing's future midsize aircraft the B797, but at the investors' meeting this week the focus was on the A321neo.
"It's a type that fits in well with our navigation system and is, in fact, right now the best way to replace the 757 if our calculations support the information we currently have," Bogason said, adding that a final decision will be made in the second half of 2019."
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Post by fanairbus on May 9, 2019 16:54:21 GMT 1
Sounds very hopeful for Airbus in the two latter strategies, particularly of course in the full replacement.
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