What Allegiant’s Airbus A319s will look like. Image from Allegiant.
Today, Allegiant Air has announced that they plan to add 19 Airbus A319s into their fleet.
Allegiant will lease nine A319′s from GE Capital Aviation Services (GECAS) and also lease 10 A319s from Cebu Pacific Air. The first two A319s are expected to start service during the second quarter of 2013.
The aircraft, which will be configured with 156 economy class seats, will not be new and aged seven to ten years old at the time of delivery.
Can Allegiant’s success of a one model fleet, still exist with a fleet of three different aircraft types? Traditionally, Allegiant only flew MD-80 aircraft and more recently added the 757-200. Now, with a third aircraft type, that greatly increases training and maintenance costs. In a presentation given today, Allegiant stated that, “Pilot transition/training -less efficient, but manageable,” and that “Economics dictate this added complexity is worthwhile.”
“The A319 is a new aircraft type for Allegiant, but we otherwise see this as a continuation of our existing business model,” said Andrew C. Levy, Allegiant President. “A319 asset values have significantly declined and now mirror the environment we saw when we first began buying MD-80s.”
Allegiant is hoping to place the A319s on routes that are just marginally profitable for the MD-80 aircraft. The A319 is 25% cheaper per block hour with fuel and 40% lower on maintenance than the MD-80 aircraft. Also, the range of the A319 is greater with a 3,600 nm vs just 1400 nm, allowing Allegiant to look at longer route opportunities. At this time, the airline is not planning on increasing fleet utilization.
The airline is planning to retire two MD-80s, which have heavy maintenance checks coming up, but do not have future retirement plans at this time. By 2015, Allegiant is planning to be operating 56 MD-80s (58 now), six Boeing 757s (four now) and 19 Airbus A319s (0 now).
Buying the A319 is not a fleeting changing plan, but a fleet growth plan. There is no question that Allegiant got a great deal on the A319, since multiple airlines are dumping that smaller model for larger A320 and A321 aircraft. Soon, there will be more A320CEOs in the market, as airlines upgrade to the A320NEO family.
I would not be surprised to see additional A320 family of aircraft join Allegiant’s fleet before 2015. There will be a lot of change with the airline in the next coming years that will test their ability to succeed. I have a feeling that with the demand for rock bottom airfares increasing, they might be able to pull this off.
Bombardier's Cseries located in Montreal, Quebec -- tres bon!
After spending the day with Bombardier recently to learn about their new CSeries, the biggest thing I pulled away that you, the passenger will care the most about is SPACE — lots of it. This is the interior that many passengers have been begging for and they are finally going to get it. All the time , I hear people asking for wider seats, more room, etc. But really, what airline is going to take a Boeing 737 or Airbus A320 and go from six seats across to five? (hint: none). The CSeries is designed to provide that extra space that passengers want, but not the additional weight that costs the airlines more money. Bombardier has built enough width into their new CSeries to give passengers extra room, but not enough for airlines to fit in additional seats.
The cabin of the CSeries is set up in a 2-3 layout for economy and 2-2 layout for first class. Personally, I have always loved this layout on the DC-9/MD-80/Boeing 717 aircraft. If you are flying with someone, it gives you the chance for you two to sit together on the two side and not be bothered by a third person. A big downside of those older aircraft was the noise level in the back of the plane from the engines being rear mounted. That won’t be a problem with the CSeries, since the engines are wing-mounted.
Some readers on my Facebook pointed out that having a wider seat is not something new. Piedmont Airlines did it, but it surely has been a long while and really this comes from the design of the aircraft, not from an airline deciding to make the middle seat wider.
There is plenty of width in the new Bombardier CSeries. Image from Bombardier.
The interior is designed so that most economy seats have 18.5″ width — except the middle seat which is 19″. Now, this just blew my mind… the middle seat is actually 1/2″ wider than the other seats on the plane. How genius is that? Not only that, but a standard 18.5″ width for a short haul seat is great. Many airlines run wide-body, long haul flights with only 18″ or even 17″.
Now, I know what you are all thinking, “Yea right. Bombardier might design the aircraft with space, but airlines will find ways to use that space to fit in as many seats as possible.” Well, do not worry, that will not be the case. First off, there is about half a seat width (from an average aircraft) of extra space built into the plane. If you do the math and an airline puts the aisle to 18″, that would mean each seat would be 15.8″ and that just is not going to happen. Plus, the plane is designed to hold so many passengers with the emergency exits given, so even if an airline made impossibly thin seats, most of them would have to remain empty.
Although seat width will be pretty standard, airlines will have choice with what seat pitch they want to offer. The CSeries mock up in Montreal has the rows set up with different examples from 32″ to 28″. Let me say that at 6’1″, I really hope no airline opts for the 28″ seat pitch on any airplane — ever.
The windows are quite large on the new CSeries, providing more natural light and shoulder room.
The CSeries will sport larger windows than its competition, allowing more natural light and a bit more shoulder room. The CSeries will have windows measuring 11×16″, which are about the size you would find on a Boeing 777.
If you choose a window seat, rest assured, you will actually get a window. How annoying is it to get to your window seat and see a solid wall with no window? Bombardier designed the CSeries so that each row would have at least one window. Not only does this provide great spotting opportunities, it also allows more natural light into the cabin.
At this point, it appears that each window will have a traditional sun shade and not the electronic ones found on the 787 Dreamliner. The reason is this is a smaller aircraft, running shorter hops than the 787 and the extra cost really did not make sense. Like the Dreamliner, the CSeries will also have LED lighting that can change color based on what the airline customer might want.
The aircraft is set to compete directly with the Airbus A318 and A319, the Boeing 737-600 / 737-700, and the Embraer E-195. Bombardier is also hoping those airlines that operate DC-9s and MD-80 aircraft (I am talking to you American and Delta Air Lines) might want to update their fleet with the CSeries.
A look at the CSeries 100 and CSeries 300 in this computer mock up from Bombardier.
When designing the CSeries, Bombardier decided to use an aluminum alloy for the fuselage and composite wings. “For the fuselage we performed trade-off analyses, involving airlines in the process, between composite and advanced aluminum design options,” Sebastien Mullot, CSeries Program Director at Bombardier, explained to AirlineReporter.com. “It turned out that the weight gain in the composite option was not as important as in other composite parts (e.g wing) and airlines drew our attention to the fact that this weight gain might be offset by the additional costs that could be incurred on the maintenance side.”
Since the CSeries will be a high-cycle aircraft, there is a much higher chance that the aircraft will be damaged during normal operations. Currently, repairing composite aircraft requires special equipment and procedures, which would have increased operational costs and complexity for airlines. The aluminum alloy used on the CSeries is a aluminum-lithium hybrid that is lighter than traditional aluminum and still can be repaired easily. For now, it seemed to be a perfect fit for what the CSeries will be doing.
The mock up for the CSeries has different seat pitches for each row. You can see that some have fake entertainment screens as well.
Bombardier is confident that the CSeries will have its first flight before the end of the year. When I asked about potential delays, they stated that they had built-in time for potential delays and unlike other aircraft manufacturers, they have been outsourcing part of their aircraft production for a very long time and are well experienced. They have already been able to work out the kinks and problems from experiences learned with previous aircraft and have not seen the issues that other companies have (ie Boeing and Airbus).
The company hopes that the CSeries will be a complete package for airlines, passengers, crew and the environment. “In an challenging economic environment, airlines have been seeking to grow their average aircraft size in a race to improve their cost efficiency,” Mullot explained. “This aircraft will also be the only single-aisle aircraft to meet 21st century operating requirements: improving flight crew situational awareness, meeting new air traffic control needs and dramatically reducing airlines’ environmental footprint!”
One interesting fact is that we do not know who the launch customer for the CSeries will be. That customer has asked to remain secret and Bombardier is not talking. I am hoping it will be a game changer like Southwest, Ryanair or EasyJet who all operate single aircraft type, but it likely will not be that exciting.
OTHER CSERIES STUFF YOU MUST CHECK OUT:
* All 17 photos of the CSeries mockup in Montreal
* Video of the second mock up by Simpliflying
This post is written by aviation and photography enthusiast Drew Vane about the MD-80:
Ahhh. I remember the good ole days when the aircraft were loud, smoked like a B-52 and fuel efficiency was unheard of. No, I’m not talking about the 60’s. I’m talking about yesterday.
An American Airlines MD-83 (Super 80) lifts off of Runway 36C at Charlotte-Douglas International Airport.
As commercial aircraft manufacturers transitioned from props to jets, Douglas Aircraft Corporation developed a smaller jet aircraft for the shorter range domestic market. The 90—seat DC-9 first flew in 1965 and gave birth to additional series, culminating with the 50-series under the original DC-9 design. McDonnell-Douglas introduced its newest, longer version of the DC-9, fondly called the DC-9 Super 80, or MD-80. This 142-seat product of Long Beach, CA got its start with PSA Airlines (eventually to become US Airways). The MD-80 added 15 feet in length and 20 feet in wingspan, resulting in an additional 28 seats to the 139-seat DC-9-50.
Similarly, the MD-80 family (also called the “Mad Dogs”) has improved with each subsequent version. The MD-88 added aerodynamic improvements for longer range, a redesigned tail-cone, and glass cockpit. The MD-90 upgrade increased capacity to 150 passengers and replaced the Pratt & Whitney JT8D engines with quieter, more fuel efficient IAE V2500 engines. Following the merger of McDonnell-Douglas with Boeing in 1997, a further upgrade, the MD-95, was born which eventually became the 117 seat Boeing 717. The 717 added a more advanced cockpit, more efficient engines, fly-by wire controls, and other features to bring it into the 90’s and beyond. Strangely, the AFC (or Advanced Common Flightdeck) most closely resembles that of the massive MD-11. Over 2,400 DC-9 series aircraft have been produced over the last 40 years.
Look Ma! No Rabies! A Delta Air lines MD-88 slows after landing at Atlanta’s Hartsfield International Airport
Although the seating configuration is a bit skewed (2-3), today you’ll still find these workhorses on domestic routes for Delta, American and Allegiant here in the US. The Boeing 717 is flown in the US by AirTran (soon to be Southwest) and Hawaiian Airlines. As of midway through 2010, there were over 450 Mad Dogs still flying here in the US with 100 or so still active in other countries.
Its been a long time since my last Mad Dog flight but I was pleasantly surprised last November when I flew with my family on an AirTran Boeing 717 down to Florida. The holidays brought free WiFi and the aircraft just felt newer compared to my memories of the Mad Dogs. Here in Charlotte, there are ample opportunities to spot the Airtran 717’s and Delta MD-88’s bound for Atlanta as well as the fully loaded American Super-80 bound for Fort Worth that seems to use every inch of the runway on taking off.
Mad Dog Wannabe: An AirTran Boeing 717 taxis onto Runway 18L at Charlotte Douglas International Airport.
Unfortunately, the sun is slowly setting on these older aircraft as more eco-friendly, and efficient domestic jets continue to enter the market. American recently announced its plan to replace its fleet of MD-83’s (in addition to its 757’s and 767’s) with re-engined Boeing 737 and Airbus A320neo jets and its expected that Delta will follow in its footsteps to stay competitive. Have you had the opportunity to ride on these gas guzzlers lately? I’d love to hear about your experience.
More info on the background of the MD-80 here and MD-90 here.
All photos by Andrew Vane
Last week I had the chance to check out American Airline’s newest aircraft — a Boeing 737-800 with Boeing’s Sky Interior. This is just one step in American renewing their fleet and brand.
The airline is currently in the process of replacing their aging MD-80 aircraft with new Boeing 737s. American plans to retire at least 25 MD-80s in 2011 and it is not exactly known when all MD-80s will be out of service. American will receive an additional 54 Boeing 737s with Sky Interior over the next two years (story continues below photos).
Click photos for larger version. All retrofit photos by American, Sky Interior by Airline Reporter.
Inside the cabin of an American 737 being retrofitted.
New pop down LCD screens are being in stalled.
New bins are being in stalled on AA
American’s new Sky Interior looks updated and clean.
The airline plans to upgrade their older 737s to have newer seating and larger bins. In May 2010, American began updating its existing fleet of Boeing 737s. The retrofit includes the installation of new seats, new cabin interiors, updated in-flight entertainment systems and more storage throughout the aircraft. The retrofit is slated for completion by the first quarter of 2013. The retrofits will be handled in-house by American employees at the airline’s Maintenance & Engineering base located in Tulsa, OK.
Video: American Airlines Boeing 737 gets makeover
American is also in the process of updating all Boeing 757s used on domestic routes. Updates include the installation of new seats, new cabin interiors and updated in-flight entertainment throughout the aircraft. Also, First Class will receive two additional seats, which increases the number of First Class seats from 22 to 24 on each aircraft. The 757 aircraft enhancements began in August 2010 and have a planned completion of December 2015. As of early May 2011, American has completed upgrades to ten 757s.
American will also be increasing their fleet of Boeing 777s with the addition of five 777-300ERs with deliveries slated for 2012 and 2013. The -300ERs will supplement their -200ERs and will become the largest aircraft that American flies.
“American Airlines has made a significant investment to enrich the flying experience for our customers through the purchase of new aircraft and the refurbishment of our existing fleet,” said Virasb Vahidi, American’s Chief Commercial Officer. “At American, we are focused on providing a differentiated customer experience, with a distinct focus on best delivering what premium customers value most – world-class products and services. The delivery of the first 737-800 with the new Boeing Sky Interior is our most recent step to deliver on this commitment.”
In the past, there have been times where I had serious concerns about American’s future. They had an aging fleet of aircraft and were not merging like other large airlines. They also had a lack of a solid presence on social media and really just weren’t as “fun” as other airlines. It appears that American realizes they need to change the way they do business to better compete against other airlines. American has already spent $5.5 billion in new aircraft, facility enhancements and on-board improvements between 2007 to 2011 and plans to spend more in the future.
American is trying very hard to stay relevant and hoping that customers will take notice of their effort. Will it be enough to survive without a merger? Only time will tell, but it seems American is on a positive track.
Allegiant MD-80 tail with a clear blue sky
Allegiant Air announced today that they will be adding 16 additional seats to most of their MD-80 aircraft. All of the 48 currently operating and nine of the additional ones will be operating with 150 seats will be changed to accommodate 166 seats. The three MD-87′s that hold 133 seats will not be changed.
Allegiant is investing $50million into this change, which includes removing the galleys. They will start the changes near the end of 2011 and will be completed by the end of 2012.
“These added seats will allow us to grow our capacity with the least amount of risk,” Andrew C. Levy, Allegiant President, said. “This project effectively increases our capacity by 11 percent while lowering our cost per seat. In addition, we expect to fund this through internally generated cash-flow.”
This investment shows that Allegiant will continue with their fleet of MD-80 aircraft as well as their newer Boeing 757s for the future.
Due to the increase in passengers, Allegiant will be adding a fourth flight attendant to the 166 passenger aircraft. This increases the ratio of flight attendant to passenger from 1:50 to 1:42.
I wondered if this would mean Allegiant would offer less seat pitch for customers. Just back in 2004, Allegiant made a big deal about taking out three rows of seats to provide more leg room (thanks to Dan Webb for that link). I asked Jordan McGee, Director if Allegiant Corporate Communications and she explained that all Allegiant’s aircraft are not configured the same, but even after the conversion to 166 seats, all the aircraft will have a seat pitch between 30-32 inches.
“Our current seat pitch varies by aircraft because of different configurations, but our average is 30-32 inches. We also have quite a few seats at 33 inches and then some upwards of that, depending on the aircraft. Once we make the conversion to 166 seats, each seat will be between 30-32 inches,” McGee explained.
If they aren’t using the galleys to serve food, why have them? Heck, if Allegiant can put in more seats and more flight attendants while not taking any leg room away from me and while trying to keep fares competitive, I am all for it.