DL to order almost 150 additional NBs?
05-19-2017, 11:53 AM
#21
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I guess it is OK for Boeing to offer cut-rate airplanes to block Bombardier. Who can forget this deal:
https://www.google.com/amp/s/amp.businessinsider.com/boeing-took-some-extraordinary-measures-to-crush-its-canadian-opposition-2016-3
I am hoping that Delta selects the A321 NEO LR (long range) as a 757 replacement for the transatlantic 757s. That would make sense since Aer Lingus and TAP Portugal have both ordered the A321 NEO LR for longer, thinner routes not supporting widebodies. Plus, as a pax, I definitely prefer Airbus to more claustrophobic Boeing 737s on longer flights. Seems like Boeing needs to consult with SWA before they consider any new innovations - thanks Corndogs for the old overhead panel on the new MAX!!!
Of course, adding to the CS100/300 count wouldn't hurt either...
05-19-2017, 03:24 PM
#27
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The 737 is a 40+ year old airframe - and the overhead panel hasn't changed much thanks to SWA and Ryanair. The A320 NEO offers virtually the same flight deck as the early 1990s versions. What's next, a Lockheed Tristar NEO? I would be happy to fly it as I was always an L-1011 fan....
True, the C-Series program almost sunk Bombardier because of P&W engine issues, but it is a clean-sheet design and it is revolutionary. Boeing and Airbus are more interested in standardization than in innovation - and that SUCKS.
Regarding the CS500, if it happens, it will become a real headache for Boeing and Airbus. Prices for the 737-8 MAX and A320 NEO will drop due to the competition and, because of its more comfortable ergonomics for passengers, the CS500 would become an immediate passenger favorite. I think once we start seeing CS100s and CS300s flown by both Delta and Air Canada, Bombardier will feel the pressure to get the largest version started. Currently the CS300 shares 95% part commonality with the smaller CS100 and I expect the CS500 would do the same - just stretch the fuselage and add rows.
Although most people don't care about the aircraft type they fly, I think the C-Series will be a big hit with pilots too. A cockpit designed by pilots for pilots: wide cockpit, big windows, more responsive sidesticks than what you find on the Airbus, low noise levels, and the advanced ProLine Fusion system found on the latest Global Express bizjets. From what I have heard, the SWISS pilots flying the CS100 really like the airplane.
Last edited by David Puddy; 05-19-2017 at 03:41 PM.
05-19-2017, 03:33 PM
#28
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Joined APC: Aug 2015
Posts: 556
3....2....1...
The 737 is a 40+ year old airframe - and the overhead panel hasn't changed much thanks to SWA and Ryanair. The A320 NEO offers virtually the same flight deck as the early 1990s versions. What's next, a Lockheed Tristar NEO? I would be happy to fly it as I was always an L-1011 fan....
True, the C-Series program almost sunk Bombardier because of engine issues, but it is a clean-sheet design and it is revolutionary. Boeing and Airbus are more interested in standardization than in innovation - and that SUCKS.
Regarding the CS500, if it happens, it will become a real headache for Boeing and Airbus. Prices for the 737-8 MAX and A320 NEO will drop due to the competition and, because of its more comfortable ergonomics for passengers, the CS500 would become an immediate passenger favorite. I think once we start seeing CS100s and CS300s flown by both Delta and Air Canada, Bombardier will feel the pressure to get the largest version started. Currently the CS300 shares 95% part commonality with the smaller CS100 and I expect the CS500 would do the same - just stretch the fuselage and add rows.
The 737 is a 40+ year old airframe - and the overhead panel hasn't changed much thanks to SWA and Ryanair. The A320 NEO offers virtually the same flight deck as the early 1990s versions. What's next, a Lockheed Tristar NEO? I would be happy to fly it as I was always an L-1011 fan....
True, the C-Series program almost sunk Bombardier because of engine issues, but it is a clean-sheet design and it is revolutionary. Boeing and Airbus are more interested in standardization than in innovation - and that SUCKS.
Regarding the CS500, if it happens, it will become a real headache for Boeing and Airbus. Prices for the 737-8 MAX and A320 NEO will drop due to the competition and, because of its more comfortable ergonomics for passengers, the CS500 would become an immediate passenger favorite. I think once we start seeing CS100s and CS300s flown by both Delta and Air Canada, Bombardier will feel the pressure to get the largest version started. Currently the CS300 shares 95% part commonality with the smaller CS100 and I expect the CS500 would do the same - just stretch the fuselage and add rows.
05-19-2017, 04:46 PM
#29
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Position: DAL 330
Posts: 7,010
3....2....1...
The 737 is a 40+ year old airframe - and the overhead panel hasn't changed much thanks to SWA and Ryanair. The A320 NEO offers virtually the same flight deck as the early 1990s versions. What's next, a Lockheed Tristar NEO? I would be happy to fly it as I was always an L-1011 fan....
True, the C-Series program almost sunk Bombardier because of P&W engine issues, but it is a clean-sheet design and it is revolutionary. Boeing and Airbus are more interested in standardization than in innovation - and that SUCKS.
Regarding the CS500, if it happens, it will become a real headache for Boeing and Airbus. Prices for the 737-8 MAX and A320 NEO will drop due to the competition and, because of its more comfortable ergonomics for passengers, the CS500 would become an immediate passenger favorite. I think once we start seeing CS100s and CS300s flown by both Delta and Air Canada, Bombardier will feel the pressure to get the largest version started. Currently the CS300 shares 95% part commonality with the smaller CS100 and I expect the CS500 would do the same - just stretch the fuselage and add rows.
Although most people don't care about the aircraft type they fly, I think the C-Series will be a big hit with pilots too. A cockpit designed by pilots for pilots: wide cockpit, big windows, more responsive sidesticks than what you find on the Airbus, low noise levels, and the advanced ProLine Fusion system found on the latest Global Express bizjets. From what I have heard, the SWISS pilots flying the CS100 really like the airplane.
The 737 is a 40+ year old airframe - and the overhead panel hasn't changed much thanks to SWA and Ryanair. The A320 NEO offers virtually the same flight deck as the early 1990s versions. What's next, a Lockheed Tristar NEO? I would be happy to fly it as I was always an L-1011 fan....
True, the C-Series program almost sunk Bombardier because of P&W engine issues, but it is a clean-sheet design and it is revolutionary. Boeing and Airbus are more interested in standardization than in innovation - and that SUCKS.
Regarding the CS500, if it happens, it will become a real headache for Boeing and Airbus. Prices for the 737-8 MAX and A320 NEO will drop due to the competition and, because of its more comfortable ergonomics for passengers, the CS500 would become an immediate passenger favorite. I think once we start seeing CS100s and CS300s flown by both Delta and Air Canada, Bombardier will feel the pressure to get the largest version started. Currently the CS300 shares 95% part commonality with the smaller CS100 and I expect the CS500 would do the same - just stretch the fuselage and add rows.
Although most people don't care about the aircraft type they fly, I think the C-Series will be a big hit with pilots too. A cockpit designed by pilots for pilots: wide cockpit, big windows, more responsive sidesticks than what you find on the Airbus, low noise levels, and the advanced ProLine Fusion system found on the latest Global Express bizjets. From what I have heard, the SWISS pilots flying the CS100 really like the airplane.
Hell - I fly the 737 and I would be thrilled to fly a plane designed by anybody to be flown by human beings!
A 4'8" acrobat might love the 737NG (the guy from Oceans 11 comes to mind) and his skills would definitely come in handy getting in and out of the seats, and he would probably only rarely bang his head on the overhead, but most human beings simply do fit comfortably in the NG.
I mean think about it, you can move your seat back or recline it but you cant do both!
Scoop
05-19-2017, 05:13 PM
#30
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I know these are probably minor factors but along with the 737 variants being so similar I'm sure it has an impact.
Also, what's the fuel burn comparison of a 737-900 to a 757-200? They basically have the same number of seats.
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