RalXWB wrote:

That is a beautiful livery! Thanks for posting. They are getting two, right?

bspc wrote:

Looks like the First A320neo for TAP - Air Portugal has been Delivered. It stopped at CHR for paint. Maybe it will get a special livery - https://a320archive.com/msn/8043

audidudi wrote:

bspc wrote:

Looks like the First A320neo for TAP - Air Portugal has been Delivered. It stopped at CHR for paint. Maybe it will get a special livery - https://a320archive.com/msn/8043

It was delivered to CHR, but doesn't it have to go back to XFW for delivery to TAP after painting? I see that its's had a CAF already, so why in this case has TAP taken delivery of it prior to painting? Curious!

bspc wrote:

audidudi wrote:

bspc wrote:

Looks like the First A320neo for TAP - Air Portugal has been Delivered. It stopped at CHR for paint. Maybe it will get a special livery - https://a320archive.com/msn/8043

It was delivered to CHR, but doesn't it have to go back to XFW for delivery to TAP after painting? I see that its's had a CAF already, so why in this case has TAP taken delivery of it prior to painting? Curious!

it doesn't fly back to XFW because its already Delivered on paper. After Paint it will fly to the Airline's base in Portugal.

The most likely reason why it ended up all white to begin with is because the aircraft was actually going to a different Airline and they didn't take it. So a slot opened up in the last minute for TAP - Air Portugal to use. It got painted all white to be painted later (now in CHR to do so). There could be other reasons as well, but this one seems to be the most logical one and happens from time to time.

LXwing wrote:

Sorry for the offtopic, but I beg to disagree. If that was the reason for painting at CHR the plane would not have been accepted by the customer before painting was finished, unlike what acctually happened.
The most likely reason IMHO is because the plane will get a special livery for which Airbus didn't/couldn't offer the best terms, and TAP wasn't able to do the job at their own maintenance shops due to current workload. I'm looking forward to the livery showing on this bird upon arrival to LIS in a few days!

CFRPwingALbody wrote:

I checked terraserver again for the amount A32x outside at Hamburg
On march 5 there were 44 A32x outside. All stowage spaces filled. Does this indicate a ramp-up problem at Hamburg?
Or has the glider stowage been concentrated at Hamburg, because of A350 ramp-up at Toulouse?

bspc wrote:

The first A321neo for Volaris completed its Delivery Flight today - https://a320archive.com/msn/7941

CFRPwingALbody wrote:

I checked terraserver again for the amount A32x outside at Hamburg
On march 5 there were 44 A32x outside. All stowage spaces filled. Does this indicate a ramp-up problem at Hamburg?
Or has the glider stowage been concentrated at Hamburg, because of A350 ramp-up at Toulouse?

N14AZ wrote:

CFRPwingALbody wrote:

I checked terraserver again for the amount A32x outside at Hamburg
On march 5 there were 44 A32x outside.

44!?! But I guess you mean 44 including the ones standing at the delivery center and in front of the hangars as usual, correct?

audidudi wrote:

bspc wrote:

The first A321neo for Volaris completed its Delivery Flight today - https://a320archive.com/msn/7941

It's first flight was almost four months ago, so was the holdup due to the delay with the updated engines?

audidudi wrote:

The first A321N for Primera Air (Scandinavia) will be delivered today:

Airbus A321-251N 8145 OY-PAA Primera Air Delivery 17 April 2018 XFW-CPH ex D-AZAK

CFRPwingALbody wrote:

I checked terraserver again for the amount A32x outside at Hamburg
On march 5 there were 44 A32x outside. All stowage spaces filled. Does this indicate a ramp-up problem at Hamburg?
Or has the glider stowage been concentrated at Hamburg, because of A350 ramp-up at Toulouse?

audidudi wrote:

The next A320N for easyJet was delivered yesterday:

Airbus A320-251N 8193 G-UZHF easyJet Delivery 17 April 2018 XFW-LTN ex D-AXAN

petera380 wrote:

audidudi wrote:

The next A320N for easyJet was delivered yesterday:

Airbus A320-251N 8193 G-UZHF easyJet Delivery 17 April 2018 XFW-LTN ex D-AXAN

That was the 5th NEO for easyJet.

audidudi wrote:

The first A321N for Primera Air (Scandinavia) will be delivered today:

Airbus A321-251N 8145 OY-PAA Primera Air Delivery 17 April 2018 XFW-CPH ex D-AZAK

A380MSN004 wrote:

audidudi wrote:

The first A321N for Primera Air (Scandinavia) will be delivered today:

Airbus A321-251N 8145 OY-PAA Primera Air Delivery 17 April 2018 XFW-CPH ex D-AZAK

Nice bird. Any idea of where we can find cabin configuration Pitch and Width?

Many thanks,

bspc wrote:

The first A320neo for TAP - Air Portugal has finished Painting at CHR - https://a320archive.com/msn/8043

Low Pass at Delivery flight.... CS-TVA TAP - Air Portugal - Airbus A320neo by Perfect World Photography, on Flickr

Sayan777 wrote:

When is the A320 Neo due for Etihad

MoKa777 wrote:

Looks good in some way but surprisingly impractical in other ways. For instance, aft of (pushed back) Door 2, there are 9 rows at 32 inches. In that space, airlines can only have 9 rows at 32 inches or 10 rows at 28-29 inches. The flexibility of 30 inch pitch seems to be lost. Same can be said about the space aft of the over-wing exits. It is good for 28-29 inch ULCCs, though.

The forward cabin appears more flexible for new J seats (as I believe was one of the benefits of this change) but the rest seems to have lost flexibility. Anyone else see it..?

Stitch wrote:

MoKa777 wrote:

Looks good in some way but surprisingly impractical in other ways. For instance, aft of (pushed back) Door 2, there are 9 rows at 32 inches. In that space, airlines can only have 9 rows at 32 inches or 10 rows at 28-29 inches. The flexibility of 30 inch pitch seems to be lost. Same can be said about the space aft of the over-wing exits. It is good for 28-29 inch ULCCs, though.

The forward cabin appears more flexible for new J seats (as I believe was one of the benefits of this change) but the rest seems to have lost flexibility. Anyone else see it..?

Makes sense, really, since the main goal of ACF was to support high-density layouts, which would require limited pitch. And if you operate in a two-class configuration with the forward half of the cabin dedicated to Business Class, then as you noted, there is only enough space for 9 rows at 32" or 10 rows at 28-29".

MoKa777 wrote:

Stitch wrote:

MoKa777 wrote:

Looks good in some way but surprisingly impractical in other ways. For instance, aft of (pushed back) Door 2, there are 9 rows at 32 inches. In that space, airlines can only have 9 rows at 32 inches or 10 rows at 28-29 inches. The flexibility of 30 inch pitch seems to be lost. Same can be said about the space aft of the over-wing exits. It is good for 28-29 inch ULCCs, though.

The forward cabin appears more flexible for new J seats (as I believe was one of the benefits of this change) but the rest seems to have lost flexibility. Anyone else see it..?

Makes sense, really, since the main goal of ACF was to support high-density layouts, which would require limited pitch. And if you operate in a two-class configuration with the forward half of the cabin dedicated to Business Class, then as you noted, there is only enough space for 9 rows at 32" or 10 rows at 28-29".

So, I assume an airline like LH, for example, will have to go from 30 inch pitch now to 28-29 inches when and if the ACF A321neo joins their fleet. That is disappointing. Either overly generous or really tight.

Also, this confit will become the standard for all A321s including the LR.

What will, for example, DY do when they receive theirs? They have plans to use the LR to its full range capability. Will they go 32 inches and leave money on the table with a lightly configured aircraft (and in so doing not have an advantage against FSCs using the same aircraft) or embrace their LCC roots and go 28-29? That will not be very comfortable on a 7-8 TATL flight and will undermine the Long-haul ambitions of the LR.

StTim wrote:

MoKa777 wrote:

Stitch wrote:

Makes sense, really, since the main goal of ACF was to support high-density layouts, which would require limited pitch. And if you operate in a two-class configuration with the forward half of the cabin dedicated to Business Class, then as you noted, there is only enough space for 9 rows at 32" or 10 rows at 28-29".

So, I assume an airline like LH, for example, will have to go from 30 inch pitch now to 28-29 inches when and if the ACF A321neo joins their fleet. That is disappointing. Either overly generous or really tight.

Also, this confit will become the standard for all A321s including the LR.

What will, for example, DY do when they receive theirs? They have plans to use the LR to its full range capability. Will they go 32 inches and leave money on the table with a lightly configured aircraft (and in so doing not have an advantage against FSCs using the same aircraft) or embrace their LCC roots and go 28-29? That will not be very comfortable on a 7-8 TATL flight and will undermine the Long-haul ambitions of the LR.

Do you believe that airbus has invested in this as the standard without discussing it with their current (and potential) customers?

Both Airbus and Boeing do not launch anything that has not been well worked through internally and then with their customer groups.

MoKa777 wrote:

StTim wrote:

MoKa777 wrote:

So, I assume an airline like LH, for example, will have to go from 30 inch pitch now to 28-29 inches when and if the ACF A321neo joins their fleet. That is disappointing. Either overly generous or really tight.

Also, this confit will become the standard for all A321s including the LR.

What will, for example, DY do when they receive theirs? They have plans to use the LR to its full range capability. Will they go 32 inches and leave money on the table with a lightly configured aircraft (and in so doing not have an advantage against FSCs using the same aircraft) or embrace their LCC roots and go 28-29? That will not be very comfortable on a 7-8 TATL flight and will undermine the Long-haul ambitions of the LR.

Do you believe that airbus has invested in this as the standard without discussing it with their current (and potential) customers?

Both Airbus and Boeing do not launch anything that has not been well worked through internally and then with their customer groups.

It is my observation based on the end result of Airbus' discussions with airlines and the choice they have made collectively.

I am just trying to wrap my head around what the real world implications are for passengers with this configuration. It appears there will be no middle ground as there is with the current one. Good thing is that if airlines don't want the real squeeze, we'll have very comfy 18" wide, 32" pitch Y. Yay!

MoKa777 wrote:

So, I assume an airline like LH, for example, will have to go from 30 inch pitch now to 28-29 inches when and if the ACF A321neo joins their fleet. That is disappointing. Either overly generous or really tight. Also, this confit will become the standard for all A321s including the LR.