Does anyone think air Canada is going to be buying the Boeing 777x?
Mar 11, 2019, 9:06 am
#31
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Presumably he is referring to Rouge, although I think there could be room for a NMA/797 in both the mainline and Rouge fleets. If it ever gets formally "authorized" by Boeing, I would not be surprised to see an order for 40-50 of them from AC to cover both.
Mar 11, 2019, 9:49 am
#32
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I would be very surprised. Many of potentially MMA routes are nicely covered by the max. Other routes, by 788s, 789s and the 333s, including the ones that are coming. What other routes are left?
Mar 11, 2019, 11:11 am
#33
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Meanwhile, Boeing delaying their 777-9 PR show in view of the Ethiopian crash... Not that the 777-9 is not ready, just that there is no point at this time. https://www.flightglobal.com/news/ar...-crash-456497/
Mar 11, 2019, 12:13 pm
#34
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Mar 11, 2019, 4:13 pm
#35
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AC still has the option to continue to find more "used" 767s, United just picked up the Hawaiian ones, and clearly West Jet has some 767 that will be on the used market shortly.
however Medium term AC needs replacements for its 767s. Lots of "cheap" 330 apparently will be turning up in about 5 years.
Mar 11, 2019, 4:19 pm
#36
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Westjet’s 67’s are going to the desert when they are done. I’d put money on A332’s or A333’s being the Rouge 767 replacement. The cap expenditure will be lower than anything else and there will be a lot of them as the Asian carriers move to the 787 or A350 (or both) as their replacement. Singapore has 19 that are going to be leaving the fleet as the 78X come into service.
Mar 11, 2019, 9:21 pm
#37
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Originally Posted by N1120A
I'm sure procedures could be implemented at YVR to handle the aircraft, if needed.
Mar 11, 2019, 9:29 pm
#38
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This discussion could be a mute point, if the max has to be redesigned. A new tail design could force Boeing to push this project back many years or cancel it all together. Plus, a max tail redesign could force Boeing out of business as we know Boeing now. There 5000 order book on the max could go to zero.
Mar 11, 2019, 11:44 pm
#39
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Rouge AC its the same with a different sticker. the problem for AC is the 787 plane for Rouge would not differ much in seat pitch the only difference might be less Business class seats.
AC still has the option to continue to find more "used" 767s, United just picked up the Hawaiian ones, and clearly West Jet has some 767 that will be on the used market shortly.
however Medium term AC needs replacements for its 767s. Lots of "cheap" 330 apparently will be turning up in about 5 years.
AC still has the option to continue to find more "used" 767s, United just picked up the Hawaiian ones, and clearly West Jet has some 767 that will be on the used market shortly.
however Medium term AC needs replacements for its 767s. Lots of "cheap" 330 apparently will be turning up in about 5 years.
This discussion could be a mute point, if the max has to be redesigned. A new tail design could force Boeing to push this project back many years or cancel it all together. Plus, a max tail redesign could force Boeing out of business as we know Boeing now. There 5000 order book on the max could go to zero.
Mar 12, 2019, 6:17 am
#40
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The problem with the 332/333 is that it is a lot of aircraft - many of Rouge's current 763 destinations are to "long thin" cities. How does Rouge/AC consistently fill 350 seats to say Budapest? MAX doesn't have the legs to get there.
The NMA/797 (or A321XLR) fills a big hole that exists on routes that are too far for the MAX and/or where AC wants to offer "real" International J and/or where MAX has too few seats but they can't fill a 330. The 788 can fill some of that, but it is a much more expensive airframe than the NMA and is optimised for longer routes,
Mar 12, 2019, 8:12 am
#42
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AC/Rouge currently or potentially can serve a ton of secondary destinations that are +/- 4,000 miles away. They want an aircraft that can fly that distance without the need to sell a ridiculous number of tickets.
The problem with the 332/333 is that it is a lot of aircraft - many of Rouge's current 763 destinations are to "long thin" cities. How does Rouge/AC consistently fill 350 seats to say Budapest? MAX doesn't have the legs to get there.
The NMA/797 (or A321XLR) fills a big hole that exists on routes that are too far for the MAX and/or where AC wants to offer "real" International J and/or where MAX has too few seats but they can't fill a 330. The 788 can fill some of that, but it is a much more expensive airframe than the NMA and is optimised for longer routes,
The problem with the 332/333 is that it is a lot of aircraft - many of Rouge's current 763 destinations are to "long thin" cities. How does Rouge/AC consistently fill 350 seats to say Budapest? MAX doesn't have the legs to get there.
The NMA/797 (or A321XLR) fills a big hole that exists on routes that are too far for the MAX and/or where AC wants to offer "real" International J and/or where MAX has too few seats but they can't fill a 330. The 788 can fill some of that, but it is a much more expensive airframe than the NMA and is optimised for longer routes,
Mar 12, 2019, 8:59 am
#43
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Not sure what you're referring to here. Perhaps some people feel three international gates at a major hub for AC is sufficient to accommodate a new aircraft type by the airline's largest tenant, should it be introduced. Given that three competing airlines will also be dispatching the same airplane type to that airport, things stand to get a little crowded.
Mar 12, 2019, 1:03 pm
#44
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This discussion could be a mute point, if the max has to be redesigned. A new tail design could force Boeing to push this project back many years or cancel it all together. Plus, a max tail redesign could force Boeing out of business as we know Boeing now. There 5000 order book on the max could go to zero.
Mar 12, 2019, 1:26 pm
#45
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Not sure what you're referring to here. Perhaps some people feel three international gates at a major hub for AC is sufficient to accommodate a new aircraft type by the airline's largest tenant, should it be introduced. Given that three competing airlines will also be dispatching the same airplane type to that airport, things stand to get a little crowded.
The only reason they fly these routes is that the 763s cost seentially nothing. I doubt that purchasing new planes specifically for these marginal routes would make sense, at least if talking about a still reltively heavy MMA. An A321XLR that could potentially also be used exconomically on regular routes might be a somewhat different story. Still, I have a hard time seeing AC getting new models specifically for Rouge.
AC/Rouge currently or potentially can serve a ton of secondary destinations that are +/- 4,000 miles away. They want an aircraft that can fly that distance without the need to sell a ridiculous number of tickets.
The problem with the 332/333 is that it is a lot of aircraft - many of Rouge's current 763 destinations are to "long thin" cities. How does Rouge/AC consistently fill 350 seats to say Budapest? MAX doesn't have the legs to get there.
The NMA/797 (or A321XLR) fills a big hole that exists on routes that are too far for the MAX and/or where AC wants to offer "real" International J and/or where MAX has too few seats but they can't fill a 330. The 788 can fill some of that, but it is a much more expensive airframe than the NMA and is optimised for longer routes,
The problem with the 332/333 is that it is a lot of aircraft - many of Rouge's current 763 destinations are to "long thin" cities. How does Rouge/AC consistently fill 350 seats to say Budapest? MAX doesn't have the legs to get there.
The NMA/797 (or A321XLR) fills a big hole that exists on routes that are too far for the MAX and/or where AC wants to offer "real" International J and/or where MAX has too few seats but they can't fill a 330. The 788 can fill some of that, but it is a much more expensive airframe than the NMA and is optimised for longer routes,