Looking toward the South: As a follow-up to our previous post, Implications of the IAM-Boeing talks on 777X, here is a commentary from The Wall Street Journal about the migration of US industry to the South, were unions have a more difficult time.
Lion Air and CSeries: Indonesia’s Lion Air, which made news a few months ago with the prospect of a large order for the Bombardier CSeries, poured cold water on the prospect of placing one any time soon, according to this article in Aviation Week. Seeing actual flight test results from the larger CS300 is key, the airline’s head told AvWeek.
We previously raised our own doubts about the prospect of another large order because of the prospect of over-commitment of existing orders from Airbus and Boeing.
But Lion Air told The Wall Street Journal that an order for 50 CSeries could come by the end of the first quarter. A key piece of information in the AvWeek and WSJ articles is this, from the WSJ:
Mr. Kirana said Bombardier claims the larger of two CSeries models with 160 seats will be able to fly with the same economics as much larger Airbus A320neo jets, which carry around 160 to 180 passengers. He said the Bombardier CS300 jet’s range and economics makes it attractive for new longer international routes to smaller cities in China.
787 Fuel Advantage: In the never-ending war of words between Airbus and Boeing, readers know we always connect with airlines to cross-check what the OEMs say.
As readers also know, Boeing promotes its 787 as being 20%-25% more fuel efficient than today’s airplanes. With the (also) never-ending prospect of Airbus proceeding with an A330neo, the question arises over what the delta is between the A330 and the 787. We asked a fleet planner. The answer: 10% in favor of the 787, a gap that an A330neo could narrow considerably (but be unlikely to close altogether) with new engines and sharklets. So how about that 20%-25%? These figures compare with the 767 and A340 respectively, the fleet planner tells us.