While the A320neo family breaks records, one aircraft has been lagging behind.
The A320neo has propelled Airbus into the top spot against its rival Boeing. However, there has been one member of the family that is struggling: the A319neo. With only 70 orders, the plane has not found the success Airbus was hoping for.
The original A319 had been a huge success for the European planemaker, with over 1,480 planes delivered to customers across the world. With the NEO family promising to improve efficiency, many believed that the A319neo would follow its previous streak. However, this proved far from reality.
Today, the smallest A319neo has only garnered 70 orders. Thirty of these come from an undisclosed customer and seven from governments or private jet customers. Only two airlines have currently ordered the plane: Spirit Airlines is set to be the biggest operator with 31 orders, followed by two for Air Cote d'Ivoire.
Notably, China Southern is on track to become the first to fly the A319neo, but its order remains unlisted. This signals that at least a part of the 30 going to an undisclosed customer is for China Southern, either directly or through a lessor. The carrier currently has two aircraft painted in its colors.
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The reason behind the A319neo's struggles is Airbus' massively popular A220. The former Bombardier C-Series has become a darling to airlines in recent years, impressing passengers with its cabin and airlines with its efficiency and capacity. With both planes occupying a similar space in the market, the A220 has pulled ahead.
As of today, the A220 has racked up over 600 orders, nearly ten times that of the A319neo. With its dual use as a regional and short-haul aircraft, it has eaten into the market share for the A319neo.
Both planes are highly similar. The A319neo seats 160 passengers, while the A220-300 can fly up to 149. In terms of range, the former can fly 6,850kms while the latter is right behind at 6,110kms. Given the cost of operation is far lower for the A220, thanks to its design and engines, airlines haven't hesitated in adding the regional jet to their fleets.
It is important to note that the A319neo is not doomed for failure. The aircraft still retains a 95% familiarity with the A320neo, which means airlines do not need fresh pilot training or maintenance facilities if they already fly the family. Moreover, the A319 is far newer to the market, having first flown in 1995. Spirit's A319s are only 15 years old, which means there are a few years before retirement. This stands true for airlines globally, so the A319neo could make a comeback in the future.
With two airlines sure to add the A319neo in the coming months and years, the project may be in the backseat but is not dead by any means. It only takes one significant order to change the aircraft's fate, so keep an eye out for updates on the new baby bus.
What do you think about the A319neo? Will it be a mainstream success? Let us know in the comments!
Lead Journalist – India – Pranjal is an experienced journalist with a strong focus on Indian aviation. His background in political science and economics gives him unique insight into issues surrounding international travel and governmental regulations. Pranjal is enthusiastic about new aircraft types and has his stories regularly picked up by renowned publications including Forbes. Based in New Delhi, India.