Paris Air Show, Day 3: Orders and Commitments

June 19, 2019, Paris: Here are the orders and commitments from Day 3 of the Paris Air Show, via Airfinance Journal.

24 Comments on “Paris Air Show, Day 3: Orders and Commitments

  1. A B777-200LR ? What on earth would anyone buy a new one of those. Isnt the A350-900 or its LR derivative more useful or even the 787-900.
    They have 3 of this model already yet they have no truly long haul routes from their location in central Asia, Bangkok furthermost one way and St Petersburg the other.

    • An A359XWB or B789 is going to be expensive-especially for one frame. Getting “end-of-the-line” B777’s probably costs a lot less. Also, delivery times might have been important as well. The A350/B787 probably has long delivery times as well.

    • Turkmenistan Airlines is a small airline. They currently have 3x 77L in their long-haul fleet. That’s it. That one frame they just ordered would be a big deal to them. Inducting a new type would be very costly in terms of parts & spares, maintenance, training of both air- and groundcrew, and other support infrastructure, likely not worth the expenditure for the small number of frames they deal with.

      Besides, the 77L has more than enough range from Ashgabat to any and all routes they are likely to add in the future (all points in Europe, Africa, Asia, and even Australia are all in reach of the 77L – the only stretch destinations I can think of are Sydney, Melbourne, and Auckland.). They’re not likely to consider “gamechangers” like New York or LA or MEX.

      I think this order makes a lot of sense for T5.

      • Yep

        Granted the Airlines never know what they are doing so they should take a poll.

    • Does BA have an undelivered one hidden in the desert or something? Or parts ordered for an unassembled one? Maybe somebody’s typo most likely?

      • I’m sure someone will float a theory about how this “new” 772 is actually MH370, and the “order” is just a cover story that allows to explain the appearance of the airframe.

      • Dimensionally it’s just a 777F, they have the same gross weight and engines. But it’s the future value that’s just not there. Used ones could be sourced if the airline needed extra planes, even then the old model A330 could handle the distances the airline flys.

        • Duke: Please read what makes up the fleet, what pilots are trained for an the maintenance setup.

          Conversely, take over TA and then you can drive the decisions.

          If Einstein was alive you would be arguing with him about E=MC2

    • Well, according to Wikipedia, the country has less than 6 million people but “ possesses the world’s sixth largest reserves of natural gas and substantial oil resources.” So maybe fuel prices aren’t a primary concern for them.

    • You might consider the full payload capability. This machine probably carries 20,000 lbs more freight at 6000. If you can fill up the belly the 777-200LR is very competitive in sectors 8 to 12 hours. Especially if you have the trained pilots and supporting infrastructure.

      Not for everyone but does have a niche

  2. I think the A321LR and A321XLR is going to eat Boeing’s lunch in the MOM area, IMHO! I don’t understand why Boeing didn’t dust off the B757, which was a very popular airplane, give it a new wing and engine and may be offer 2 variants, one at current length and one a bit extended. What is wrong with this thought?

        • tooling was destroyed, fuselage design archaic, too heavy, no suitable engine available in the required timeline

          sometime you just need a clean sheet of paper.

    • Agree, that LOI of 35 E195E2’s NB to me. Personally I would have preferred the E190E2 for its flexibility?

    • @Nick: inclusion or omission of a deal is merely a matter of timing when the table was prepared and when the announcement (in this case, late in the day) was made.

  3. When the dust settles it will be interesting to see the ratio of A320s to A321s in the backlog. I think the A321 will be well north of 50% as conversions continue over the next few years.

    If those numbers don’t convince Boeing to do an NSA at the top end of seating (180-240) , nothing will

    • Or an NMA?

      I thought I read it had great range of almost 5k, but 200 pax.

      Not exactly a 757 or 767 is it?

      • TransWorld, I’ve always said and will continue to say that the A321 is for the taking. As currently sized, the NMA isn’t it.

        The new NSA market is 180-240 seats. The A321 can’t do 220-240. Will Airbus stretch the A321? Airbus used the plural with the A321XLR. So it is on the cards.

        The 180-240 seat market is for the taking. Boeing need to downsize the NMA. But it will be a NSA

        • Well considering how avidly the A321 upgrades are being received, the question is not what Boeing needs to do per your assessment but what would a viable NMA do?

          Me to is status quo.

          The 787 knocked the twin wide body market into orbit, NMA can do the same thing (done right)

  4. There is no doubt that A321XLR will absorb most of the orders currently serviced by B757,
    Please forget any action coming out from Boeing at this time, Boeing is currently busy with sorting B737Max problem as well its name as a leader of airspace industry.
    There is no doubt that Airbus dominate the field as being the leader at this time for
    the commercial airplanes industry.
    Please look at the backlog of A320 alone and compare it with B737.

  5. Thought I read that Nordic Air (a leasing company) took 20 A220s; and Jet Blue added 10 more A220s firm.

Leave a Reply

Your email address will not be published.