Alaska Airlines Recalibrates Boeing 737-9 Order - Adds 737-8 and 737-10
 

https://investor.alaskaair.com/news-...s-recalibrates

The goal is to have 60 737-10s, 70 737-9s and 15 737-8s in the fleet.

Note the word MAX is no longer used by Boeing or AS.

I wonder what routes will be best for the 737-10.

Seeing the 737-10 order, is this a sign AS has no intention to ordering any A321, remaining loyal Boeing customer.....

I should note that A321LR variety, in comparision to 737-10, has a potential to transform AS into a more international carrier, but still, AS seem to show no interest?!

Jiburi

The 737-8 is the one that grabs my interest. Looks like the range is about 4,050 miles, that open some interesting possibilities. Personally I would love to see SEA-AUA.

I like how the 737-800s are finally getting refurbished starting in August

????

I should have read more closely.

As a consumer and definitely not a pilot, I honestly don't know what to think here.

On the one hand, this plane has been inspected and gone over with a fine toothed comb by government regulators. On the other hand, there are still articles being published by authors who claim to know what they are talking about that attack the basic design of these aircraft as inherently unsafe and not worthy of commercial travel.

I'm sort of taking the position, whether justly or unjustly, that I need to see many years of service on MAX aircraft without incident before I put enough trust in them to fly on one. There may be situations where this is unavoidable, e.g. aircraft swaps after booking, but with DL sitting on the sidelines and not having ordered these planes, there's at least another choice in SEA. I'd rather fly AS over DL but as a Y passenger who isn't super price-conscious, avoiding the MAX is a higher order bit over both airline and price.

My understanding (which could not be entirely correct) is that the original problem happened due to a single point of failure, i.e. one angle sensor that could by itself cause these issues if it malfunctioned. I believe the correction was to add a second sensor, which allows the system to detect a single failure, alert the pilot and disable the system.

there's an AOA sensor on each side of the nose; I believe the input from the one on the left feeds the computers and displays on the First Officer's panel and the inputs from the one on the right feed the computers and displays on the Captain's panel

in simplistic terms, I believe the MCAS design flaw was that it only took AOA input from the left sensor; the fix adds the redundant AOA input from the right sensor, as well as "AOA Input Disagree" logic that deactivates the system and alerts the pilots

Agreed, that’s arguably bigger news imo. The -800s are really starting to get long in the tooth.

I was just on one last night for the first time in a while, its time for a refresh!

What's the plan for the few 737-900s (Non-ER). Forgot about these until a few weeks ago. Old interiors...

I remember several years ago, with great fanfare, the existing 800s used for Hawaii were all supposed to get the space bins. I rarely, if ever, see them these days. Did they just give up?

-David

International to where? Could it do much more from SEA than the current fleet can do from LAX? I would be shocked if AS had any route desires south of northern Latin America, or east of the North American Atlantic coast.