The MD11s and A343s basically compete with each other. So I doubt we will likely see AC fly any MD11s other than Freighters. But I doubt AC cargo is big enough to warrant a fleet of freighters right now...

Wet leasing and Combis will likely be enough for the time being.

I too will not be surprised by CRJ orders for Bombardier. Especially considering the EMbraer seem to be progressing very well on the 70-100 seat aircraft category while Bombardier have not been able to move forward. The government will likely push AC to secure the CRJ900s instead of anything else.

LH with OS and SK have asked to look at the B717-200 and a B717-300X. The latter is also pushed by Air Tran, but so far Boeing is reluctant to do much with the B717 production line as it is also cannibalizing customers from their B737 line.
The B717-300X will likely seat around 110-120 pax still somewhat smaller than the A319. But I doubt this is a required class of aircraft for AC.
The B717-200 on the other hand will be great to replace the B737-200s and the Bae 146s. The rear mounted engines and the T tail of the B717-200s will be more economical for short haul routes than the A318s and the B737-600s.

Embraer ERJ 190 and 195 will likely not be bought due to the war of subsidies between Canada (Bombardier) and Brazil (Embraer).

STAR carriers so far have not been impressed. But will AC order the 90 seat aircraft on its own?

Wonder if the Airbus A340-500 will be coming as planned on April 15, 2003.

Oh you worked making MD11 and MD-** wings did you? That sounds interesting.

I hate to say it, but the fleet rationalization makes sense. I am just not looking forward to more CRJs. It sounds like AC is looking at what the US airlines do, where you get CRJs on many flights that are 3 hours long.

The MD11s are horrible passenger planes and would be a very poor fit in AC's fleet. There is a reason why airlines around the world are parking them in the desert. The A330 is about the same size, much more comfortable, cheaper and easier to fly, easier to maintain, and safer as well.

[This message has been edited by StuMcIlwain (edited 04-01-2003).]

What is the difference in seating between the A319 and a 737?

By the way, is the B732s leaving the Zip and Tango fleet as well?

AC's configuration with Y and J? 100 pax in a 737, 120 in an A319. The Zip and Tango 737s are 117 pax in an all Y plane. Other airlines have different seating configurations.

??? I thought 500's were already delivered!

As far as Airbus with its A318's goes, it has mainly sold them to leasing companies, except the America West and Air France orders. 80 or so frames just is not going to cut it.

I looked at the Embraer 195 - I kind of like it - but I am sure that when it come to crunch time, Air Canada will point to the "obvious advantages of the superior product" in making its announcement to purchase CRJ's / 717's / A318's. It's really going to be facinating - CRJ has the "Ottawa Advantage", Boeing the operating advantage, and Airbus the willingness to slice everyone else's throat to crush the segment while it still has the chance.

what routes use the 737, I am sure they can replace them with the A319 or the Regional Jets. I can see the point of an all Boeing or Airbus fleet.

I would say with regards to sizewise, new planes which will be ideal to replace the B737-200s will be the B717-200s, B737-600s or the A318-100s.

These will likely seat around 100 pax in AC's current configuration.

What will happen to the AC Jetz 737(s)

Doesn't the A318 have another advantage in that there are many common-use parts with the A319/320/321? Plus, aren't pilots certified to fly all of these types?

I may be way out in left field here, but doesn't the A318 seem like the obvious choice (except for the Ottawa/Bombardier connection)?

I believe the 2 A340-500s are being delivered on April 15, 2003 and May 16, 2003. The first and the third(?) aircraft from the production line.

Prototype not included..



[This message has been edited by AC_flyer (edited 04-01-2003).]

The A318 program was plagued by engine problems. The PW6000 engine designed for the aircraft has been a failure and PW has gone back to the drawing board. As a result, there have many cancellations for the aircraft. As a result I am sure Airbus will likely push the plane very cheap.. Another plus is they will likely be CFM powered. AC's current fleet is CFM powered. Spare part commonality

Now for the negatives:
The plane has not entered service yet. Plan to enter service this summer.

Cockpit commonality with larger planes may mean pilot salary structure will likely favour exisitng aircraft.

New aircraft.... New agreement...

The B717-200 will be cheaper to operate than A318s due to the T tail and rear mounted engines on very short haul flights.

I think the Airbus is good for 117 in an all-economy configuation.

Assuming AC would use these for two class service as well, you would have ten or more seats go out the door in a mixed configuration.

CFM56's - that's right. The test flights in Hamburg were very positive, and for anyone who flys the 320 family now, they will be right at home.

Selling A318's into Air Canada will be a big thing for Airbus - they are trying to block Boeing as hard as they can, and the "system concept" of flying an integrated family is their selling approach. Closer to home, you can bet that they will guarantee the ten year value on these craft so as to beat Boeing out of the deal. Boeing is better suited for short haul traffic, as ATA has demonstrated, but money talks right now, and operating costs don't have a real good track record of being a high priority when it comes to making deals, whether it is Air Canada or the old Canadian Regional with the BAe's.