That’s what I’m wondering, as it wasn’t mentioned in the original article… Although, if T5 is purely a BA terminal, there’s no point, as BA don’t have any on order, unless their Qantas codeshare flights will also move to T5 from T4 with them. :confused:

As far as I can remember, when Crossair were looking at replacements for their 146’s, they looked at the A319, the 737-600, the Embraer 170/190 series and the CRJ170/190 series.

The Boeing was quickly dismissed as there was no economical sense, as then parent company SRGroup didn’t operate any Boeings. The 319 was dismissed, as without operating any other 320 family aircraft, it was too unwieldy.

Now, if the 319 didn’t make financial sense on it’s own, I don’t see that the 318 makes any what so ever… the weights are all wrong for it, basically.

Ok, within a family, it might make sense because of the economies of scale, but even the freight argument dosen’t wash…

Because the 318 still uses the 320’s wing, there isn’t enough space in the shortened fuselage for a freight door big enough to take the pallets that the other members of the family take.

So I think those airlines that operate the 320 series may go for the 318, but regional operators will always go for one of the various RJ’s.

yeah, but it was already breaking up by then, as the tail plane was fished out of the bay between JFK and the part of Queens it came down in, so I don’t see that much relevance in the engine question…

I’m pretty sure the 737-600 has a taller tailplane than the rest of the family, too.

right, as I have nothing better to do, I’ve gone through the G-INFO database and can now confirm the following 6 types of A320 are registered on the UK registry.

A320-111 as I said, BA have 5 of these early production models without wing fences. they’re powered by CFM56-5A1’s

A320-211. also powered by CFM56-5A1’s

A320-212. powered by CFM56-5A3’s.

A320-214. powered by CFM56-5B4/P’s.

A320-231. powered by IAE V2500-A1’s.

A320-232. powered by IAE V2527-A5’s.

And while I’m at it… there are only two types of A321 on the UK registry, they are…

A321-211. powered by CFM56-5B3/P’s.

A321-231. powered by IAE V2533-A5’s.

There are no A321-100’s on the UK registry, although these are the original model, the -200 is the IGW version, with an increased range of 5500nm as opposed to the 5000nm on the A321-100.

and finally, the 33 BA A319’s are are all the same series, and there is one solitary other A319 on the UK registry, operated by twinjet, and this is a different series (it’s the A319-132):

A319-131. powered by IAE V2522-A5’s

A319-132. powered by IAE V2524-A5’s.

So, in summary… Airbus single aisle aircraft that are -x1x are CFM powered, and those that are -x3x are IAE powered… don’t ask me how Airbus are fitting the 318’s PW6000’s into the equation, though…

Possibly. Certainly when I was working at Jet, I saw some pamphlets from Boeing, and their Sat looked a bit like a square patch, which, like that, was on top of the 767’s that Jet were equipping at the time.

yeah, so, it needs a visit to the paintshop… it won’t matter what they paint on it, though…

I checked the reg of the a/c that Elation Airways posted, it susbsequently operated for Airtours for a year as G-JANM, and then was transferred to the Danish registry.