ISTAT Jetrader - Winter 2024 - 39

both the commercial aircraft and the
corporate jet (ACJ319). In an effort to
modernize, Airbus has shifted its focus
to the production of the A320neo (New
Engine Option) family. The A319neo
model has not attracted the same level
of popularity as the previous model,
with the majority of the orders focused
on the A320neo and A321neo models.
It could be said that since the purchase
by Airbus of the C Series program from
Bombardier, now named the A220, that
this aircraft - specifically the A220300
- is now the natural replacement
for the A319ceo. The A220 - in
particular, the A220-300 - has had
some success in the North American
and European markets mainly, replacing
older A319-100 models as seen with
the likes of Air France.
The table below summarizes the
design specifications of the A319100,
along with the other in-service
members of the A320ceo family.
Current Market
Prior to the pandemic, the A319-100
aircraft was fully in phase-out cycle
of the program's production life,
in favor of the incoming A320neo
family replacements. However, with
narrowbody production remaining
significantly impaired post-pandemic,
airlines have looked at the next three to
five years in terms of their growth plans
and guaranteeing capacity through this
period and have come to realize that
the delays in production and insufficient
availability of new-generation aircraft
will likely continue for years to come.
As a consequence, aircraft such as
the A319-100 are benefiting from an
extended service life. We expect to see
more of this current trend of extensions
over the next two to three years at
a minimum.
With the increased demand for
extensions of the A319-100, feedback
from the market has shown Lease
Rates for these aircraft, which,
depending on vintage and specification,
have strengthened significantly over
the last year. It's unlikely that they will
climb much higher than the current
position, but without replacements,
they are expected to maintain a strong
Market Value to Base Value ratio.
Transaction activity for this aircraft
remains strong, with the A319-100
still featuring prominently in lessor
portfolio RFPs and even part-out
specialists leasing on short-term stubleases
to cover capacity gaps. The
frequency of transactions and strength
of liquidity of this aircraft type is
expected to continue over the short-tomedium
term.
The spare parts, airframes and
engine values associated with the
A319-100 have increased significantly
in recent times. Part-out companies
that are looking to secure inventory
over the next couple of years have
noticed the extension trend and are
willing to pay significant premiums
on parts to capitalize on the expected
supply shortage. In some cases, they
are even willing to take stub-lease risk
on to ensure inventory is covered.
The long-term market prospects
of this aircraft will largely depend on
Airbus's ability to successfully supply
new-generation aircraft to replace it,
either through operators up-gauging
to the A320neo or switching to the
A220-100/300, with the order book
A319-100 PERFORMANCE AND CHARACTERISTICS
Model
Entry Into Service (Year)
Engine Model
Capacity
Maximum Seating
Typical Seating (2-class)
Cargo LD3 Capacity
Performance
Max take-off weight (MTOW)
Max landing weight (MLW)
Max ramp weight (MRW)
Max Fuel Cap (MFC)
Range (With Sharklets)
A319-100
1996
CFM56-5A/B
IAE V2500-A5
156
110-140
4 LD3-45W + 2.3 m³ bulk
75.50t
62.50t
75.90t
30,190L
6,950Km
Source: Airbus
* WIN TER 2024 * 39
A320-200
1988
CFM56-5A/B
IAE V2500-A5
180
140-170
7 LD3-45W
78.00t
66.00t
78.40t
27,200L
6,200Km
A321-200
1994
CFM56-5A/B
IAE V2500-A5
220
170-210
10 LD3-45W
93.50t
77.80t
93.90t
30,030L
5,950Km
ISTAT Jetrader - Winter 2024

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