IndiGo, India’s largest airline by domestic market share, today accepted its first Airbus A320neo at Toulouse, France. The aircraft, serial number (MSN) 6799, and registered VT-ITC will be the world’s first Airbus A320neo to enter service outside Germany. IndiGo is the second airline to accept the A320neo after Lufthansa.
The A320-271N is powered by two Pratt & Whitney PW1127G-JM engines. Technical issues with the engines had delayed the delivery of these aircraft. At this stage, it is not clear if either the issues have been fully resolved, or IndiGo has benefitted from some sort of compensation from either Airbus or the engine maker Pratt & Whitey. The aircraft is expected to commence commercial operations on on before 15th March 2016.
The first flight for MSN 6799 was on 15th December 2015, nearly 3 months ago. The aircraft is fitted with 186 seats, six more (one row) than the other 101 A320s in the fleet, today. VT-ITC have 31 rows in the cabin, with no windows on the 31st row.
The geared turbofan (GTF) engines fitted on the A320-271N are expected to be quieter than the IAE V2527-A5 engines that power the current fleet of 101 aircraft. The engines are also expected to be more fuel efficient, delivering over 11% fuel burn advantage over the current engines.
The current engines (with the external casing) has a horizontal diameter of 2 meters. The neo engines, with the casing, have a horizontal diameter of 2.67 meters.
It is learnt that technical crew trained on the A320neo are for now based only at Delhi, Kolkata and Bengaluru. The aircraft will be based at Delhi, and initial routes may include DEL-CCU vv and DEL-BLR vv.
IndiGo today received its 100th Airbus A320 from Hamburg, Germany – one of Airbus’s three presently operational assembly lines. The aircraft, bearing manufacturer serial number 6336, and registered as VT-IAY, was ‘delivered’ to IndiGo yesterday (3-Nov), at around 2300HRS IST (1730 UTC). IndiGo flew the aircraft from Hamburg (Germany) to Istanbul (Turkey), and after a brief tech stop (for refuelling), continued to Delhi. The aircraft landed at 0900 HRS IST (033UTC).
This aircraft marks the completion of the first order of airplanes IndiGo had placed with Airbus, on 16th June 2005, during the Paris Airshow. Back then, IndiGo was just a name.
However, even as far back as in 2005, IndiGo had done its homework well. Not many times does Airbus praise a yet-to start airline with words such as, “IndiGo is the result of extensive analysis and planning by very experienced airline executives and we are convinced it will be a successful new player in a market that is both large and fast growing". These words were spoken by the then Airbus President and CEO, Noël Forgeard.
IndiGo today has survived as the only airline in India to consistently report profits over the last six years, and stands to witness the completion of a massive order of aircraft. The airline firmed up an order for 180 Airbus A320s on 22nd June 2011, for 150 A320NEO and 30 A320CEO (current engine option) aircraft, making it one of the NEO’s launch customers. On 15th October 2014, IndiGo signed an MoU for 250 A320NEO aircraft. As covered first by The Flying Engineer, IndiGo will short term lease A320 aircraft from ailing Tiger Airways.
Almost one year after placing an order for 100 aircraft – in June 2005 – IndiGo received its first A320 on 28th July 2006. The airline commenced operations on 04th August 2006 – 11 days before the completion of India’s 59th year of Independence, and just 6 days after receiving its first aircraft.
All the aircraft since day one have been directly delivered to the airline from Airbus. Till date, the airline has not flown an aircraft that was previously used by another operator. The airline has engaged in sale-leaseback deals for each of its aircraft. The early lease agreements were for about six years (see adjacent graph) – a period just long enough to make the most of a brand new, efficient Airbus A320, while escaping the costly ‘D’ check. Lease agreements have been revised this year to extend the lease to 10 years, in view of IndiGo’s plans to aggressively add capacity to take on the Indian market.
Anomalies have existed in the airline’s aircraft lease. Of the 16 aircraft that have been returned, five flew for the airline for a period ranging from as low as three months to 1 year 5 months (see adjacent graph). Three of these aircraft are today being flown by Etihad, the same airline IndiGo is losing a large number of pilots to.
Of the 84 aircraft in operation, almost quarter the fleet size is between two to three years old, and another quarter between two to one year old (see graph). This shows that nearly half the fleet size was inducted in the last two years. Interestingly, it is two years since Kingfisher airlines stopped all operations, and nearly 60% of the fleet – almost 50 aircraft- was inducted since then. IndiGo expanded fast enough to grab the void in the market that Kingfisher left behind, to today command the largest domestic market share, which is upwards of 30%.
On average, every 35th Airbus A320 produced since 2006 has been delivered to IndiGo. On average, the airline has received one Airbus A320 every month.
Interestingly, though, the airline, for 120 days – between 1st April 2014 and 30th July 2014 – did not receive any aircraft (see graph above – red arrow). It is the longest gap between aircraft deliveries in the history of the airline. The yearly frequency of aircraft joining the airline has not been consistent. (See adjacent graph).
The graphs also show that the 6 year lease, which was in effect earlier, has been extended since early this year.
IndiGo had to adopt five different registration series to cater to its 100 aircraft. Of these five series, only three – the IN, IE, and IF series have had all the English alphabets as the third letter.
All 16 aircraft that have left IndiGo’s fleet were from the IN series. Sharklet equipped A320 aircraft at IndiGo started in the IF series, with VT-IFH. VT-IFH was the first shraklet equipped A320 in India.
With Airbus’s continuous improvement to the A320, every series has something unique, with some changes that may not be noticeable from the outside. For example, VT-IAP onwards, all A320s have a smooth nose, with the lightning strips now embedded in the nose cone (see image comparison below). This helps reduce aerodynamic drag.
With 30 Airbus A320CEOs still in the order book, IndiGo may sustain the induction of 1 A320 a month for the next 2.5 years atleast. Tigerair’s 12 A320s may be used to boost capacity till such time IndiGo’s target fleet size with its own aircraft is reached. With Airbus’s initial A320NEO production rate set to be slow, deliveries of a mixture of A320CEOs and A320NEOs may start late next year, with mixed deliveries running perhaps into 1.5 years, as Airbus gradually boosts production rate (with its new FAL at Mobile, Alabama) and transitions to an A320NEO line from the A320NEO and CEO mix line. However, conversion of some of IndiGo’s A320CEO to NEOs is expected.
Thanks to Oscar Victor for certain info.
Edit, thanks to Cyril Roy: As per Flightglobal, the 30 A320CEOs have been converted to A320NEOs. No CEOs exist on Airbus’s order book for IndiGo. In the light of this, it may seem that Tigerair’s 12 A320 will fill the gap for exactly a year before NEO deliveries begin
Edit, thanks to Shakti Lumba: Airline’s first aircraft delivery changed to July from June, 2006. Start of operations corrected to 4th August, 2006 from 15th August.
Boeing yesterday delivered its 8000th 737-a 737-900ER-to United Airlines, marking yet another milestone for the world’s most sold large jetliner, which has cumulative orders for 11,774 Boeing 737 airplanes, since the time the program was conceptualised in 1964, across its airline, business and military offerings.
Boeing, which was initially skeptical about the aircraft’s sales, and reportedly had plans to cancel the program, was convinced by Lufthansa to go ahead with the aircraft type. That decision proved a commercial success for the airframer, encouraging the continuation of the production line, across 12 significant variants spread across 4 sub-families: the Originals (-100,-200), Classics (-300,-400,-500), Next-Generation (-600,-700,800,900), and MAX (MAX 7, MAX 8, MAX 9) families.
Boeing 737 produced
28 Dec 1967
22 Dec 1983
25 Feb 1991
27 Feb 1998
19 Jun 2006 (Silent)
13 Feb 2006
ILFC/ Norwegian Air Shuttle
16 Apr 2009
16 Dec 2011
16 Feb 2014
The first Boeing 737, a 737-100 flew on 9th April, 1967. The first production 737, a 737-100, was delivered to Lufthansa in late 1967.
The 737 family, the smallest among all original Boeing designs, earned itself famous nicknames, including Tin Mouse, Baby Boeing, and Fat Albert.
Boeing’s successful narrowbody airplane started facing stiff competition almost 20 years later, from Airbus, when the European airframer introduced the Airbus A320 family of airplanes. The then significantly more efficient aircraft prompted Boeing to introduce the Next Generation family of the 737, almost a decade later. The biggest change to the 737NG, over the Originals and Classics, is a significantly improved wing, which helped Boeing match the Airbus A320’s operational economics. Other changes included an updated cabin and cockpit. The changes were deemed significant enough to have a new set of manufacturer line numbers for all Boeing 737NGs produced, abruptly interrupting the numbering with the last produced 737-Classic at line number 3132.
The first airline to receive the 4000th 737 – which was the first thousandth 737 delivered after this line number change, and the first such 737NG – was Air Algerie. Unlike other recent thousandth deliveries, this was mysteriously done without any publicity or fanfare.
Stiff competition between the two manufacturers has led to significant continuous product improvements targeting lower operational costs, which include the winglets for the 737NG, the “Sharklets” for the A320 family, “Scimitar” Winglets for the 737NG, and re-engining for the significantly more fuel efficient A320NEO and 737MAX families.
United Airlines, which received the 8000th 737, is also the first airline to fit the “Scimitar” Winglets from Aviation Partners Boeing, making the 737NG series realise close to 1.5% fuel burn reduction. Such winglets will eventually be factory fitted on Boeing 737NG airplanes, making the 737 the only commercial jetliner in production to feature such unique winglets.
737 order Breakup
The highest demand has been for the maximum-189 seat Boeing 737-800, which competes directly with the Airbus A320.
As of 31st March 2014, there are 3794 unfulfilled Boeing 737 orders. Boeing presently produces the 737NG at 42 airplanes a month, or 504 airplanes a year. That rate is scheduled to ramp up to scheduled 47 airplanes a month in 2017-the same year the 737 MAX is expected to enter service. About 1,700 737NG airplanes are expected to be produced at this rate, with the balance 160 737NG and 1934 737MAX produced at 564 airplanes a year, completing the orders as they stand today, only in early year 2021.
In contrast, Airbus has 4,247 unfulfilled Airbus A320 family orders, as of 31st March 2014, which is impressive for a program that started 20 years later, today grabbing the largest market share of the narrowbody airliner market. Airbus produces airplanes at the rate of 42 a month, across its three final assembly lines in France, Germany, and China, with another in the United States set to open, shortly.
Indigo just became India’s first airline to operate a sharklet-equipped A320, with its VT-IFH registered Airbus A320 that it took delivery of, on 28th January, 2013. VT-IFH bears manufacturer serial number (MSN) 5437, and first took to the skies on the 15th of January, 2013, and herald a new chapter for Indigo with an operationally more economical airplane, that has the potential of saving the airline in excess of US$400,000 per year, per aircraft.
All future A320 aircraft to be delivered to IndiGo shall be fitted with the Sharklet wing tip devices.
This aircraft will be the 75th A320 that the airline has taken delivery of. Of the 75, 14 no longer fly for Indigo. Indigo sells every aircraft that it takes deliver of, leasing the airplane back from the lessor. The lease period is typically for six years: sufficient time for Indigo to make the most of a new airplane’s reliability and performance, while avoiding an expensive “D” check. Those that flew for Indigo, for the first six years of their life, now fly for Ethiad, SAS, BH Air, Myanmar Airways International, Kibris Turk Hava Yollari Charters, and Turkish Airlines.
MSN 5460 is the next sharklet equipped A320 slated to join the Indigo fleet as VT-IFI, while VT-INK will be the next A320 to leave the Indigo fleet.
Go Air will be the next Indian airline to receive Airbus A320 aircraft fitted with sharklets.
The 21st 787 to be delivered, and the first of 27 Dreamliners destined for Air India, VT-ANH was delivered yesterday to the ailing national flag carrier in a low key ceremony at Boeing’s South Carolina delivery centre. Scheduled to be ferried to Delhi today (Friday, 07 September 2012), the dreamliner is expected to touch down at Indira Gandhi International Airport (IATA: DEL, ICAO: VIDP) on the morning of Saturday, 08 September 2012.
The Dream-liner has actually been quite a nightmare for Air India. A four year production delay, and the antics of the Indian Government, and “pure-blood" Air India pilots, have made things quite distasteful. Air India pilots not wanting pre-merger Indian Airlines’ pilots to get rated on the 787, The Indian government (through Air India) demanding greater compensation from Boeing, and the 28th July un-contained GEnX-1B engine failure during high speed taxi trials on a 787 destined for Air India have culminated in making the 787 appear (literally) like an blood smeared dagger responsible for an aviation bloodbath.
VT-ANH is Line number 35, and the manufacturer’s serial number 36276; its first flight having been conducted on the 25th of January, 2012. Of the other 787s produced / in production, VT-AND (Line 29) and VT-ANI (Line 46) are ready for delivery, while VT-ANA/B/C/E/G are in storage and undergoing rework. VT-ANJ (line 54) and VT-ANK (Line 60) are undergoing pre-flight preparations, while line numbers 65 and 72 (unregistered) are undergoing final assembly. Line Number 90, to be assembled in Everett, is also destined for Air India.
Rework is underway on the earlier line numbers (25, 26, 28,30, 32), possibly to fix the 10 – 15% reduced range (6900NM as against the promised 7700 – 8200NM) due to the 8% overweight airplane.
How does this airplane compare to the existing twin engine widebodies flying for Air India?
Performance Comparisons between the four twin engine widebodies flying for AI. Note that performance figures for the 777 200LR and 300ER are based on FL350, LGD Wt: 200T, 7200NM. Data derived from graphs may have unspecified tolerances.
Seating on the widebodies, with seat pitch and sizes where available. Width and Pitch are in inches.
All technical information have been sourced from Airbus and Boeing published documents