Last edit by: isaacchambers
All Airbus operations have now ended with Alaska Airlines.
This Wiki will be updated periodically with status of former frames with new owners or sadly scrapped.
Summary of Reconfiguration Project: (see below for specific breakdown by aircraft tail number)
This Wiki will be updated periodically with status of former frames with new owners or sadly scrapped.
Summary of Reconfiguration Project: (see below for specific breakdown by aircraft tail number)
- 319 - None were reconfigured due to pandemic and subsequent fleet withdrawal. All were scrapped / transferred as of June 17, 2022.
- 320 - All but 7 aircraft were reconfigured. [F8W12Y126 -> F12W24Y114], all were withdrawn from the fleet as of January 10, 2023.
- 321neo - All were reconfigured (7 total, 3 delivered in the new interior from Airbus, completed as of January 3, 2020). [F8W18Y159 -> F16W24Y150], all were withdrawn from the fleet as of September 30 2023,.
- All aircraft were repainted into AS livery being complete on June 2, 2019.
Legend:
Bold indicates aircraft has been reconfigured
Airbus A319 - ALL TRANSFERRED/SCRAPPED
N521VA 521 (let there be flight) [MZJ 09/18/21 - scrapped]
N522VA 522 (the 1-year old virgin) [MZJ 10/28/21 - scrapped, you can purchase planetags of this aircraft]
N523VA 523 (contents may be under pressure) [MZJ 03/08/2022 - scrapped]
N524VA 524 (dark horse) [MCI 6/9/2022 - scrapped]
N525VA 525 (virgin & tonic) [P08 - 3/17/2022 - scrapped]
N526VA 526 (jane) [P08 - 12/13/2022 - scrapped]
N527VA 527 (tubular belle) [P08 - 06/27/2023 - scrapped]]
N528VA 528 (fog cutter) [ transferred to Braathens Interantional Airways SE-RGC]
N529VA 529 (moodlights, camera, action) [P08 - 10/21/2022 - scrapped]
N530VA 530 (gogo dancer) [MCI 6/17/2022 - scrapped]
Airbus A320 - [12 - 320s stored/awaiting to be transferred to other operators]
N361VA 361 (jersey girl) [stored GSO - 1/11/2023]
N362VA 362 (spotifly) [stored OAK 7/29, sold to ALC Feb 2021, ferried to PAE 04/29/22, transferred to Allegiant]
N363VA 363 (sky surfer) [stored OAK 8/6, sold to ALC Feb 2021, transferred to Allegiant]
N364VA 364 (lady boss) [stored GSO 4/28/2022, transferred to Allegiant]
N365VA 365 (airbnb force one) [stored GSO 3/21, sold to ALC Feb 2021, transferred to Allegiant]
N621VA 621 (air colbert) [returned to lessor GSO 11/20 - to Volotea Airlines as EC-NNZ 1/21]
N622VA 622 (california dreaming)[stored GSO 7/8 - Lease return to VCV 3/8/21 - to Allegiant 3/23/21]
Bold indicates aircraft has been reconfigured
Airbus A319 - ALL TRANSFERRED/SCRAPPED
Airbus A320 - [12 - 320s stored/awaiting to be transferred to other operators]
N629VA 629 (midnight ride) [stored AMA, 12/27/2023]
Airbus A320 ETOPS - All Transferred to Allegiant
Airbus A321NEO - All Transferred to American Airlines
Airbus A319/20/21N Reconfiguration/Retirements Tracking Thread
#376
Join Date: Jan 2019
Posts: 116
Unless it is just getting Chester/Oliver added to the tail, it looks like the SF Giants plane is no longer going to be so. It’s headed for VCV tomorrow. Would this exit a little quicker than the other repaints since it already has a white paint job, and just the decals or whatever they’re called have to be removed? Just a thought.
On that note, N286VA will be exiting VCV tomorrow as well, meaning all ETOPS-Certified A320s will be repainted.
On that note, N286VA will be exiting VCV tomorrow as well, meaning all ETOPS-Certified A320s will be repainted.
Last edited by mastergamindude; Mar 26, 2019 at 3:56 am
#377
Join Date: Jan 2019
Posts: 116
Not my video, and not related to Airbus, but here’s what the 737-700 cabins look like. All 737-700s have been retrofitted to date, with the exception of the freighters and N644AS, which has been undergoing mods. Surprisingly, the Sky Interior was not retrofitted into these airplanes.
However, those crappy lavatories we all know and love from the 737 MAX did get put in... *sigh*
However, those crappy lavatories we all know and love from the 737 MAX did get put in... *sigh*
#379
Join Date: Jun 2011
Posts: 200
I don’t see why Alaska is taking so long to reconfigure their Airbus aircraft. As of right now, all but one of the 737-700 airplanes (obviously excluding the three freighters) will have the new interior, with N644AS currently undergoing refits. And considering all the 737-700s fly mainly intra-Alaska routes (including the Timbers plane, which almost always was parked at a gate in PDX until Alaska relocated the fleet), it’s not like most of us will experience the new interior on a Boeing anytime soon (I will during the summer more than likely, as I’ll be flying to Ketchican fron Portland)
This one really doesn’t make sense to me, but if Alaska is spending all of this money to repaint and reconfigure all the Airbuses, then why would they return most of these aircraft to their lessors rather early after investing so much into them. It just doesn’t make sense to me, especially since the 737 MAX is still grounded and likely won’t be ungrounded by the time Alaska takes delivery of the jets in Q2. It just doesn’t make sense to me to invest so much into a fleet where you don’t plan on keeping most of the aircraft in that fleet for the long run. We still have no word on whether the A320neo jets are going to join the fleet or not.
This one really doesn’t make sense to me, but if Alaska is spending all of this money to repaint and reconfigure all the Airbuses, then why would they return most of these aircraft to their lessors rather early after investing so much into them. It just doesn’t make sense to me, especially since the 737 MAX is still grounded and likely won’t be ungrounded by the time Alaska takes delivery of the jets in Q2. It just doesn’t make sense to me to invest so much into a fleet where you don’t plan on keeping most of the aircraft in that fleet for the long run. We still have no word on whether the A320neo jets are going to join the fleet or not.
http://afaalaska.org/committees/ashsc/safety-concerns-with-the-reconfigured-aura-a320-and-a321-cabins
#382
Join Date: Mar 2019
Posts: 218
The link below might shed some light on the pace of the retrofit. It appears that AFA raised some safety concerns regarding the retrofitted interior. AS might be looking to address the concerns before they get too far into the process.
http://afaalaska.org/committees/ashsc/safety-concerns-with-the-reconfigured-aura-a320-and-a321-cabins
http://afaalaska.org/committees/ashsc/safety-concerns-with-the-reconfigured-aura-a320-and-a321-cabins
Is there impacts of not having the bulk head wall ?
#383
Join Date: Jan 2019
Posts: 116
No, there’s absolutely no requirement to have the bulkhead wall dividing first and coach. I don’t have a good understanding on why it is a problem. Unless the bulkhead partition serves some purpose other than being cosmetic and “compartmentalizing” the main and first cabin, then not having it wouldn’t make a difference. It might not be aesthetically pleasing, but it’s just that.
#384
Join Date: Mar 2019
Posts: 218
I wouldn’t think it would take long to install after they have a proper resolution that doesn’t impact safety of crew and passengers.
I wouldn’t want to be a flight attendant/passenger on a safety comprised flight.
With all the heat on the 737max, passengers right now will be very safety sensitive.
I think the FAA are losing allot of reputation points.
I wouldn’t want to be a flight attendant/passenger on a safety comprised flight.
With all the heat on the 737max, passengers right now will be very safety sensitive.
I think the FAA are losing allot of reputation points.
#385
Join Date: Jan 2019
Posts: 116
Sure. But at the same time, this issue is affecting flight attendants. Not passengers directly. I don’t have the fullest understanding on this safety issue, but what I got out if it is flight attendants aren’t able to grab a handle, which somehow can hamper an evacuation. I’m no flight attendant, so I wouldn’t know. But to me, it seems that the simple fix is to relocate the handle (if it is movable and not part of the door), increase the cutout, or relocate the bulkhead (unlikely the latter would be considered first since that would likely reduce seating capacity at the most). I only flew an A320 twice (once with Delta, and again with Alaska on the old Virgin interior), and an A319 once with Alaska (again, with old interior since none of those have been reconfigured nor have there been any announcements as to when it commences on the A319). I never paid attention to this detail. Also, if it really was a safety concern, why did it take until March 8th, more than two months since the first A320 was reconfigured, for this to become addressed. If this was critical, it should have been noticed almost immediately. And why isn’t it being exposed more? This source seems hard to find on the web.
As far as the FAA credibility goes, I don’t understand why. This 737 MAX issue I feel that they reacted correctly. I disagreed with them initially after the second crash, but they were quick to ground the aircraft after, even if they were the last regulatory agency to do so. You can disagree with me, and that’s totally okay. But this is definitely not the lowest time in the FAA’s history. Look at the DC-10, it was allowed to continue flying after a known design flaw (the cargo door) was uncovered in 1972 during the American Airlines Flight 96 incident (it would be later uncovered that the same cargo door design failed a pressure test during the development of the DC-10 after THY 981 crashed) because McDonnel Douglas made a “gentleman’s agreement” with the FAA, in order to preserve the reputation of the plane and avoid hampered sales because of a grounding. Because of this, 346 people died two years later in an avoidable accident in what became the second deadliest single-aircraft disaster. ValuJet 592 also hampered the reputation of the FAA for somewhat similar reasons: by not requiring safety recommendations from the NTSB after an American Airlines MD-80 landed after a fire in the cargo hold, 110 people would likely still be with us (there’s more to the story, but the FAA took a big hit as a result, with the administrator being fired).
There will be more to come on this issue. But this seems like a detail passengers wouldn’t even know about. It should be fixed, but the fix in my view (remember, I’m not a flight attendant and I’m effectively an “Airbus Virgin,” since I barely fly the type) seems quick and easy, especially considering four Airbuses have the new interior done, with four, maybe five if N624VA is going to GSO for the cabin mods, more on their way). If this was already fleet-wide, that would be more lengthy to rectify. Time will tell. I don’t know if this has an effect on the 737-700s. And while the FAA might be under fire, I don’t think there’s enough evidence to prove any wrongdoing by the FAA’s part both in the certification of the 737 MAX and how they reacted. As a frequent airline passenger (with AS), I still have confidence with the FAA. But again, time will tell.
As far as the FAA credibility goes, I don’t understand why. This 737 MAX issue I feel that they reacted correctly. I disagreed with them initially after the second crash, but they were quick to ground the aircraft after, even if they were the last regulatory agency to do so. You can disagree with me, and that’s totally okay. But this is definitely not the lowest time in the FAA’s history. Look at the DC-10, it was allowed to continue flying after a known design flaw (the cargo door) was uncovered in 1972 during the American Airlines Flight 96 incident (it would be later uncovered that the same cargo door design failed a pressure test during the development of the DC-10 after THY 981 crashed) because McDonnel Douglas made a “gentleman’s agreement” with the FAA, in order to preserve the reputation of the plane and avoid hampered sales because of a grounding. Because of this, 346 people died two years later in an avoidable accident in what became the second deadliest single-aircraft disaster. ValuJet 592 also hampered the reputation of the FAA for somewhat similar reasons: by not requiring safety recommendations from the NTSB after an American Airlines MD-80 landed after a fire in the cargo hold, 110 people would likely still be with us (there’s more to the story, but the FAA took a big hit as a result, with the administrator being fired).
There will be more to come on this issue. But this seems like a detail passengers wouldn’t even know about. It should be fixed, but the fix in my view (remember, I’m not a flight attendant and I’m effectively an “Airbus Virgin,” since I barely fly the type) seems quick and easy, especially considering four Airbuses have the new interior done, with four, maybe five if N624VA is going to GSO for the cabin mods, more on their way). If this was already fleet-wide, that would be more lengthy to rectify. Time will tell. I don’t know if this has an effect on the 737-700s. And while the FAA might be under fire, I don’t think there’s enough evidence to prove any wrongdoing by the FAA’s part both in the certification of the 737 MAX and how they reacted. As a frequent airline passenger (with AS), I still have confidence with the FAA. But again, time will tell.
Last edited by mastergamindude; Mar 30, 2019 at 1:41 am
#386
Join Date: Dec 2007
Location: DCA
Posts: 170
Sure. But at the same time, this issue is affecting flight attendants. Not passengers directly. I don’t have the fullest understanding on this safety issue, but what I got out if it is flight attendants aren’t able to grab a handle, which somehow can hamper an evacuation. I’m no flight attendant, so I wouldn’t know. But to me, it seems that the simple fix is to relocate the handle (if it is movable and not part of the door), increase the cutout, or relocate the bulkhead (unlikely the latter would be considered first since that would likely reduce seating capacity at the most). I only flew an A320 twice (once with Delta, and again with Alaska on the old Virgin interior), and an A319 once with Alaska (again, with old interior since none of those have been reconfigured nor have there been any announcements as to when it commences on the A319). I never paid attention to this detail. Also, if it really was a safety concern, why did it take until March 8th, more than two months since the first A320 was reconfigured, for this to become addressed. If this was critical, it should have been noticed almost immediately. And why isn’t it being exposed more? This source seems hard to find on the web.
As far as the FAA credibility goes, I don’t understand why. This 737 MAX issue I feel that they reacted correctly. I disagreed with them initially after the second crash, but they were quick to ground the aircraft after, even if they were the last regulatory agency to do so. You can disagree with me, and that’s totally okay. But this is definitely not the lowest time in the FAA’s history. Look at the DC-10, it was allowed to continue flying after a known design flaw (the cargo door) was uncovered in 1972 during the American Airlines Flight 96 incident (it would be later uncovered that the same cargo door design failed a pressure test during the development of the DC-10 after THY 981 crashed) because McDonnel Douglas made a “gentleman’s agreement” with the FAA, in order to preserve the reputation of the plane and avoid hampered sales because of a grounding. Because of this, 346 people died two years later in an avoidable accident in what became the second deadliest single-aircraft disaster. ValuJet 592 also hampered the reputation of the FAA for somewhat similar reasons: by not requiring safety recommendations from the NTSB after an American Airlines MD-80 landed after a fire in the cargo hold, 110 people would likely still be with us (there’s more to the story, but the FAA took a big hit as a result, with the administrator being fired).
There will be more to come on this issue. But this seems like a detail passengers wouldn’t even know about. It should be fixed, but the fix in my view (remember, I’m not a flight attendant and I’m effectively an “Airbus Virgin,” since I barely fly the type) seems quick and easy, especially considering four Airbuses have the new interior done, with four, maybe five if N624VA is going to GSO for the cabin mods, more on their way). If this was already fleet-wide, that would be more lengthy to rectify. Time will tell. I don’t know if this has an effect on the 737-700s. And while the FAA might be under fire, I don’t think there’s enough evidence to prove any wrongdoing by the FAA’s part both in the certification of the 737 MAX and how they reacted. As a frequent airline passenger (with AS), I still have confidence with the FAA. But again, time will tell.
As far as the FAA credibility goes, I don’t understand why. This 737 MAX issue I feel that they reacted correctly. I disagreed with them initially after the second crash, but they were quick to ground the aircraft after, even if they were the last regulatory agency to do so. You can disagree with me, and that’s totally okay. But this is definitely not the lowest time in the FAA’s history. Look at the DC-10, it was allowed to continue flying after a known design flaw (the cargo door) was uncovered in 1972 during the American Airlines Flight 96 incident (it would be later uncovered that the same cargo door design failed a pressure test during the development of the DC-10 after THY 981 crashed) because McDonnel Douglas made a “gentleman’s agreement” with the FAA, in order to preserve the reputation of the plane and avoid hampered sales because of a grounding. Because of this, 346 people died two years later in an avoidable accident in what became the second deadliest single-aircraft disaster. ValuJet 592 also hampered the reputation of the FAA for somewhat similar reasons: by not requiring safety recommendations from the NTSB after an American Airlines MD-80 landed after a fire in the cargo hold, 110 people would likely still be with us (there’s more to the story, but the FAA took a big hit as a result, with the administrator being fired).
There will be more to come on this issue. But this seems like a detail passengers wouldn’t even know about. It should be fixed, but the fix in my view (remember, I’m not a flight attendant and I’m effectively an “Airbus Virgin,” since I barely fly the type) seems quick and easy, especially considering four Airbuses have the new interior done, with four, maybe five if N624VA is going to GSO for the cabin mods, more on their way). If this was already fleet-wide, that would be more lengthy to rectify. Time will tell. I don’t know if this has an effect on the 737-700s. And while the FAA might be under fire, I don’t think there’s enough evidence to prove any wrongdoing by the FAA’s part both in the certification of the 737 MAX and how they reacted. As a frequent airline passenger (with AS), I still have confidence with the FAA. But again, time will tell.
#387
Join Date: Dec 2010
Location: SFO
Programs: AS MVP Gold / Marriott Bonvoy(age) Titanium Elite, IHG Platinum, WN A+/CP, Hilton Diamond
Posts: 337
Looking at scheduled flights for N630VA. It appears it’s going into service right away Monday. Given the seatmap - are we sure that this has been reconfigured?
#388
Join Date: Dec 2007
Location: DCA
Posts: 170
I'm assuming that that the cabin mods were done, just going by the AS fleet update website, but not for certain. I don't see any flights scheduled after the ferry flight tomorrow on Flightradar24 or Flightaware. This is assuming that the ferry flight goes out as scheduled - we know often those cancel. :-) The 737-900 that is getting painted in VCV should come out tomorrow, so I was thinking that if the cabin mods were done on 630 that it might go straight to VCV for paint - time will tell though.
#389
Moderator: Alaska Mileage Plan
Join Date: Feb 2005
Posts: 12,307
Moderator Note: A reminder that this thread tracks Airbus reconfigurations, not Boeings. Someone is welcome to start a similar thread for updates of Boeing interiors. Further Boeing comments posted here will be either deleted or, preferably, moved to a new Boeing thread.
dayone, AS Moderator.
dayone, AS Moderator.
#390
Join Date: Jan 2019
Posts: 116
Here’s another thing on my mind: weren’t we supposed to know last year whether Alaska was going to retain the Airbuses and continue operating two fleet types? Never heard an official announcement other than that they’re “drumming around with the idea.”