Originally Posted by
CALMSP
still, the amount of 747's that were flying in 2014 have been replaced and taken delivery of even more, which would now be an increase. We can look at the amount of new routes that have opened since the end of the 747's to see that.
Not to mention the 787-10s, which hold >15% more than 777-200s. So, even if one argues they are one-for-one replacements (which they aren't), it's still a meaningful capacity expansion.
Originally Posted by
uastarflyer
EWR764, slapping more seats into 777s and receiving WB aircraft agreed to earlier isn’t demonstrative of huge business acumen.
You argued that United under Kirby was playing "small ball" and focusing on low-volume domestic market rather than a "worldwide" strategy. United's fleet and network planning clearly refute that point.
I would argue that United's industry outperformance since Kirby was hired in August 2016 to just before the COVID-19 crisis (+78% share price, +60% market cap) is far more indicative of business acumen... but, as we know, objectivity doesn't matter much.
Originally Posted by
cmd320
A very modest increase of smaller aircraft. I don't think anyone is doubting there have been some new routes added, but there hasn't been some kind of huge influx of large aircraft as the OP alluded to.
This is pretty easy. I would consider large widebodies 747, 777, 787. The 767 fleet from 2011-2020 declined by 5 total frames (-8 762, +3 763).
United at YE2011 had the following:
23 747-400
55 777-200ER
19 777-200
Total 97
YE2016
20 747-400
2 777-300ER
55 777-200ER
19 777-200
18 787-9
12 787-8
Total 126
YE2019
20 777-300ER (2 more delivered in 2020)
55 777-200ER
19 777-200
11 787-10 (2 more delivered so far in 2020, 12 on order)
25 787-9 (5 more delivered so far in 2020, 8 on order)
12 787-8
Total 142 (151 on property currently, 20 more on order for 171, unlikely to ever reach that number due to COVID-19, sadly)
Numbers don't lie.