Follow along with the video below to see how to install our site as a web app on your home screen.
Note: This feature may not be available in some browsers.
Though that would be the case but as you say if it was there was difficult to see even just after take off.The lower section of split scimitars are known for being quite tricky to see from a front/rear angle. I've been confused before, expecting to see split scimitars but only seeing the top bit. I don't think they're allowed to fly with mismatched wingtip devices
It is actually possible to fly with asymmetric winglets according to the CDL (configuration deviation list) which relates to the external configuration of the aircraft, as long as the associated fuel penalty is included in the flight plan.The lower section of split scimitars are known for being quite tricky to see from a front/rear angle. I've been confused before, expecting to see split scimitars but only seeing the top bit. I don't think they're allowed to fly with mismatched wingtip devices
I imagine that Airbus would take the 737's off Jet2's hands as an incentive to convert to an all Airbus fleet. As far as A220's go, its Farnborough in a couple of weeks which is often used by manufacturers to announce new orders. A bit tentative, but who knows?In the past, several times, we have been told that Jet2 did not intend to operate their A321s into LBA because they picked the LEAP engine option which, with power reduced to extend engine life, (which Jet2 do being owners of the aircraft and engines), is not best suited to LBA. Presumably the same would also apply at BRS. We were told this by a member who has contacts who are 'in the know'.
We've also had opposing views, stating that Jet2 will fly their A321NEOs into LBA in due course, a view that seems to also be held by LBA management once the terminal is done. Further growth by Jet2 at LBA is dependent upon this as yet more based aircraft will undoubtedly cause more problems with night movements restrictions. Of course, not only do the A321NEOs have a significant capacity increase, but they are QC 0.25, therefore subject to incentives from LBA and, significantly, are exempt from the night movement restrictions according to LBAs interpretation of the 1994 planning approval.
Personally, I have no clue who is correct, but if this news that the A320NEO order has now been converted to A321NEO is true, and presuming the engine option remains the same, then I sincerely hope that Jet2 do intend to operate their A321s here, otherwise we are going to have a problem further down the line . Yes, many of the 737 800s are relatively new and have years left in them , but we dont know if Jet2 may opt to sell them once their full A321 order is delivered and they may go fully Airbus. In that scenario it's a case of A321 or nothing . That would also threaten some of the thinner routes operated surely?
Whatever, they would appear to need a natural successor to the 300 series if those thinner routes are to continue. The A220 would seem an ideal option but nothing is on order and with every passing year the end of the 300s must surely draw nearer. It would be a relief and provide clarity as to Jet2s intentions if they ordered some aircraft with lower capacity than the A321NEO.
There will no doubt be news on the Airbus/LBA thing in the coming months, at least one other forum member is awareIn the past, several times, we have been told that Jet2 did not intend to operate their A321s into LBA because they picked the LEAP engine option which, with power reduced to extend engine life, (which Jet2 do being owners of the aircraft and engines), is not best suited to LBA. Presumably the same would also apply at BRS. We were told this by a member who has contacts who are 'in the know'.
We've also had opposing views, stating that Jet2 will fly their A321NEOs into LBA in due course, a view that seems to also be held by LBA management once the terminal is done. Further growth by Jet2 at LBA is dependent upon this as yet more based aircraft will undoubtedly cause more problems with night movements restrictions. Of course, not only do the A321NEOs have a significant capacity increase, but they are QC 0.25, therefore subject to incentives from LBA and, significantly, are exempt from the night movement restrictions according to LBAs interpretation of the 1994 planning approval.
Personally, I have no clue who is correct, but if this news that the A320NEO order has now been converted to A321NEO is true, and presuming the engine option remains the same, then I sincerely hope that Jet2 do intend to operate their A321s here, otherwise we are going to have a problem further down the line . Yes, many of the 737 800s are relatively new and have years left in them , but we dont know if Jet2 may opt to sell them once their full A321 order is delivered and they may go fully Airbus. In that scenario it's a case of A321 or nothing . That would also threaten some of the thinner routes operated surely?
Whatever, they would appear to need a natural successor to the 300 series if those thinner routes are to continue. The A220 would seem an ideal option but nothing is on order and with every passing year the end of the 300s must surely draw nearer. It would be a relief and provide clarity as to Jet2s intentions if they ordered some aircraft with lower capacity than the A321NEO.
This aircraft isn't proving too reliable is it, since returning from it's major maintenance recently. It managed to take my daughter to Naples on Wednesday but this is it's 2nd issue in 2 weeks.B733 G-GDFO operating LS245 divert to MAN after an engine failure
B733 G-GDFO operating LS245 divert to MAN after an engine failure
It was a precautionary engine shut down after an indication fault in the oil pressure of the engine!
Didn't take long to fix and was back in service a couple of days ago.
Subscribe to help support your favourite forum and in return we'll remove all our advertisements. Your contribution will help to pay for things like site maintenance, domain name renewals and annual server charges.