Boeing, United Airlines Announce Order for 100 737 MAX 10s and 4 777 300ERs
Jun 20, 2017, 11:05 am
#16
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The 61 MAX 9 split kinda makes them like very nice candidates to be purely used for PS routes. (I refuse to use Coast naming).
PS is about frequency, not so much size of aircraft. The 757 is underutilized on PS routes in my opinion, 739 MAX is perfect.
PS is about frequency, not so much size of aircraft. The 757 is underutilized on PS routes in my opinion, 739 MAX is perfect.
Jun 20, 2017, 11:20 am
#17
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The DL configuration of the 321 (presumably UA's would look similar) sort of obviates the 757-effect of the 2L/R doors as they function more like overwing exits since they are not used for pax boarding and the crossaisle is not a class divider. The mid-cabin lav in Y is nice but UA has something similar with the -900 midlav. The Airbus spacelavs in the rear bulkhead are awful, arguably worse than the Boeing slimlav.
It's also worth noting that the MAX 10 comes with the 'hat rack' doors aft of the wing standard, unlike the -900ER where they are optional and plugged by most airlines where the 739ER is in a 2-class configuration. I wonder if UA would cluster lavs around that door (like the 753) to free up space at the back of the airplane and 'break up' the cabin, which is a configuration people seem to value?
Of course, Boeing has no answer for the wider A32X cross-section, but I can't say a slimlined, spacelav'ed A321 is a joy to fly in either.
It's also worth noting that the MAX 10 comes with the 'hat rack' doors aft of the wing standard, unlike the -900ER where they are optional and plugged by most airlines where the 739ER is in a 2-class configuration. I wonder if UA would cluster lavs around that door (like the 753) to free up space at the back of the airplane and 'break up' the cabin, which is a configuration people seem to value?
Of course, Boeing has no answer for the wider A32X cross-section, but I can't say a slimlined, spacelav'ed A321 is a joy to fly in either.
Jun 20, 2017, 11:21 am
#18
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My concern is whether production resources for retrofit 767s and 777s may have been diverted to make up for the new-build 77W delays? It seems that the timetable for reconfigurations has slipped a bit.
Jun 20, 2017, 11:44 am
#19
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Pleased with the conversion. I have a small preference for the 737, so I'm happy with UA further committing themselves to it. Would be fine with either Airbus or Boeing, but I like this move better.
Not crazy about 77Ws, let alone more, at this late stage. I think from a passenger perspective and a long-term financial perspective, I'd be buying more 787s or hurrying along the A350s.
Agree. Looking more and more that way. Fleet commonality is a big deal, and this is UA's chance to consolidate the narrowbody fleet. Once Boeing could match or beat the A321 economically, it becomes a slam-dunk for UA.
All smart airlines do that first and foremost. Economics rule. Always have, always will in a commodity industry. The last thing they'll be considering is whether or not a rogue passenger here and there will ultimately make a purchasing decision based on the space of a finger width.
Not crazy about 77Ws, let alone more, at this late stage. I think from a passenger perspective and a long-term financial perspective, I'd be buying more 787s or hurrying along the A350s.
All smart airlines do that first and foremost. Economics rule. Always have, always will in a commodity industry. The last thing they'll be considering is whether or not a rogue passenger here and there will ultimately make a purchasing decision based on the space of a finger width.
Jun 20, 2017, 11:52 am
#20
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And, yes, Boeing is advertising the MAX10 with the Vantage flat-bed biz seat (or something very similar) on board.
Jun 20, 2017, 11:59 am
#21
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Jun 20, 2017, 12:36 pm
#24
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"there are lies, damned lies and statistics."
How many of those "new" orders are just changes to MAX-10
United Airlines comes to mind.
Just to be clear, I'm not attacking you the poster, but whoever came up with these statistics.
Jun 20, 2017, 12:43 pm
#26
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Jun 20, 2017, 12:48 pm
#28
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The 737 and the 757 are the same width, although the 757 feels more open (which may be the design, or also having 2L entrance). This said, I much, much, much prefer the wider (by 6" A321/A321neo). United continues with this order to get the cheapest, narrowest planes possible, and will be the "customer uncomfortable" airline moving forward.
Some airlines managed to put somewhat comfortable and slightly wider seats in their 737s, UA could do the same - but the problem is they won't. That isn't a Boeing v Airbus issue, that's a United v Customer issue. Seat width on a single aisle aircraft has no correlation to CASM or RASM, it's the same 6 seats across - so there is no metrics or performance penalty for choosing a better, more comfortable seat vs something off the shelf, narrow, thin and uncomfortable.
Jun 20, 2017, 12:54 pm
#29
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Of course those numbers also include meaningless things like "memorandum of understanding".
The Max9 / Max10 dynamic will nearly perfectly parallel that of 900 / 900ER.
Now the the waiting game is on regarding what Boeing would do about the "Max 7.5" concept
Jun 20, 2017, 12:59 pm
#30
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The 737 and the 757 are the same width, although the 757 feels more open (which may be the design, or also having 2L entrance). This said, I much, much, much prefer the wider (by 6" A321/A321neo). United continues with this order to get the cheapest, narrowest planes possible, and will be the "customer uncomfortable" airline moving forward.
But I'm sure you'll know to schedule your flights to perfectly avoid something that constitutes 23.7% of DL's mainline narrowbody fleet.
Last edited by WineCountryUA; Jun 20, 2017 at 4:59 pm Reason: snarky comment removed