The A350-1000 speaks for itself then, offering far better efficiency than predecessors, which will only make for some serious cost-cutting for Air Canada. In fact, according to Airbus, the aircraft offers airlines the lowest operating cost per seat of any widebody.
As the airline’s chief commercial officer, Mark Galardo, put it upon announcing the deal, the jet offers “a natural next step in the evolution of [its] fleet”. “State-of-the-art capabilities and improved efficiencies” would aid in “unlocking new long-haul opportunities around the globe,” he went on to say.
In terms of numbers, the A350 family of jets costs on average $8,500 to $9,500 per flight hour when accounting for fuel, crew, maintenance, and ownership costs. This is broadly the same as the costs associated with the 787 Dreamliner and represents some of the best in the twin-engine long-haul market. However, the A350 has a longer range and a higher maximum payload, making it a winner for airlines’ flexibility. On top of this, the A350 also boasts some of the best passenger comforts, being quieter than rivals and having a lower cabin altitude of 6,000 feet.
Air Canada Brushes Off Boeing’s Latest Offering
The A350-1000 speaks for itself then, offering far better efficiency than predecessors, which will only make for some serious cost-cutting for Air Canada. In fact, according to Airbus, the aircraft offers airlines the lowest operating cost per seat of any widebody.
As the airline’s chief commercial officer, Mark Galardo, put it upon announcing the deal, the jet offers “a natural next step in the evolution of [its] fleet”. “State-of-the-art capabilities and improved efficiencies” would aid in “unlocking new long-haul opportunities around the globe,” he went on to say.
In terms of numbers, the A350 family of jets costs on average $8,500 to $9,500 per flight hour when accounting for fuel, crew, maintenance, and ownership costs. This is broadly the same as the costs associated with the 787 Dreamliner and represents some of the best in the twin-engine long-haul market. However, the A350 has a longer range and a higher maximum payload, making it a winner for airlines’ flexibility. On top of this, the A350 also boasts some of the best passenger comforts, being quieter than rivals and having a lower cabin altitude of 6,000 feet.
Having first flown commercially in November 2016 with Qatar Airways, the A350-1000 has gained a hefty headstart on its Boeing-built counterpart. While the 777X’s largest variant, the 777-9, is slated to carry up to 426 passengers, and the smaller 777-8 will be able to travel 8,745 nautical miles, some 109 A350-1000s had already been delivered as of February, per Airbus. Simply put, the A350 represents a known quantity, regardless of whether the 777X would have potentially been a better option in terms of capacity or range.
Air Canada’s February order was for just eight A350-1000s. Whilst this can be upped to 16 under the agreement with Airbus, that would still fall short of filling the gap with retirements the airline will have to make among its older aircraft over the coming years.
So, having ventured into the A350-1000 market, it would make sense for Air Canada to bolster the jet’s numbers further within its fleet over the years ahead. It is no secret that airlines need to finely manage costs, and one way to do so is through commonality. If and when Air Canada looks to build its A350-1000 fleet, it will find benefits in economies of scale, but also in the reduced fuel requirements of the aircraft.
That said, Air Canada is waiting on a number of new deliveries aside from the A350-1000s. As of February, this included 14 Boeing 787-10 Dreamliners, expected later this year, alongside 30 Airbus A321XLRs. All the orders form part of its wide-ranging fleet modernization plan, which the airline says will support a “diversified future network,” so how vital the A350 comes to be in this time will tell.
Credits: Air Canada
