A lot of Asian airlines are interested in 737 MAX10 which is not affected by the grounding and doesn't have the problematic stall prevention system. First delivery for MAX10 is mid 2020 I believe. But BR works the belly cargo hold pretty hard so I think they will stick with A321 NEO.

The traffic right situation with Germany is really sticky... basically, each side is only allowed one airline and one airport. The Taiwan side rights are assigned to CI which use FRA. If Germany grants BR a waiver or special exemption to essentially use LH's unused right to service between the two countries, it may or may not lift the one airport rule. So I think BR has been strategically targeting MUC to increase the odds that its request will be granted.

789 would have been ideal plane for BR to launch BOS/DFW/IAH but for whatever reason, it only ordered 4 of them... I think they are kind of stuck with the 77W to North America for the foreseeable future so they won't add these new stations. They will just keep bulking up existing stations by filling out less than daily frequencies. That's why you see them going 2x daily in SEA and daily in ORD.

The big question for me is when the older 9 abreast Y 77W lease expires, will BR reduce LAX and replace it with 10 abreast 77W? Seems like they really like the 3x daily right now but doing 3x 10 abreast 77W maybe overkill, even for a large market like TPE-LAX. If BR wants to maintain 3x daily to LAX, it may have to use a 789 in the mix with 2x 10 abreast 77W. But again, not enough 789.