IAG signs LOI for 200 737MAX - some for BA LGW
May 20, 22, 4:29 am
#871
Join Date: May 2022
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Originally Posted by TedToToe
You know that CIHY will not be able to reveal their source. My take on it would be, the initial 25 737-8200 and 25 737-10 go to Vueling. Then, older (CFM) A320s leave the VY fleet and newer (IAE2500) get redistributed. Beyond that, in terms of the options, IAG has always said that the Max could go to any of the airlines within the group.
May 20, 22, 5:04 am
#872
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Originally Posted by Jeedos
Why is that? I'm new to flyertalk.
May 20, 22, 7:22 am
#875
Join Date: May 2009
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Originally Posted by Dan72
Are any of the Max's capable of transatlantic? It seems odd that not all will be the same dense configuration. I wondered if they want some narrow body transatlantic capability in the mix.
May 20, 22, 7:50 am
#876
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Originally Posted by Dan72
Are any of the Max's capable of transatlantic? It seems odd that not all will be the same dense configuration. I wondered if they want some narrow body transatlantic capability in the mix.
Delivery flight from Everett to Western Europe are done in one hop. Of course those are empty of passengers and cargo. But before its demise, Norwegian long haul were operating UK to East coast US with 737 Max planes.
May 20, 22, 7:56 am
#877
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Originally Posted by Dan72
Are any of the Max's capable of transatlantic? It seems odd that not all will be the same dense configuration. I wondered if they want some narrow body transatlantic capability in the mix.
Hi
I think air Canada has used some max 8s on Halifax or St John's to Heathrow in the summer ( and Westjet might do similar) but suspect that these will be around the limit ( and not sure if the iag maxes will have the same potential range)
Regards
Tbs
May 20, 22, 1:44 pm
#878
Join Date: Apr 2005
Location: UK
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Originally Posted by oliver2002
The quiet part comes from the new engines (same on the A32N), the bins will be similar too. That was all part of the max/neo refresh....
May 20, 22, 1:57 pm
#879
Join Date: Apr 2018
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Originally Posted by BOH
I have unwitting;y flown on a Ryanair MAX twice now since January, Very roomy, massive OH bins and ultra quiet.
Good news they’re investing in fleet. This romanticism about old types is ridiculous. Fly in Club if you want more space 😳
May 20, 22, 3:36 pm
#880
Join Date: May 2019
Posts: 16
Originally Posted by BOH;[url=tel:34266774
34266774[/url]]Different engines though from BA's A32N. The MAX has only one engine option (CFM) whilst the A32N has two - the CFM and also the PW 1000GTF. BA have the PW powered variant I believe.
May 20, 22, 6:53 pm
#881
Join Date: Nov 2011
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Given that LGW short haul needed yet another cut in staffing costs to justify it's continued existence as it had been lossmaking (again), why would removing economies from scale and adding a whole new type to their cost base make any sense, especially given a good business case would need to be made to get these from IAG at all? It baffles me but I am often confused! Now 100+ to refleet Vueling makes sense but in BA, the max would be an orphan fleet.
Perhaps that's the plan, 3rd party out the maintenance rather than train up in house staff?
Perhaps that's the plan, 3rd party out the maintenance rather than train up in house staff?
May 21, 22, 12:19 am
#882
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Originally Posted by skipness1E
Given that LGW short haul needed yet another cut in staffing costs to justify it's continued existence as it had been lossmaking (again), why would removing economies from scale and adding a whole new type to their cost base make any sense, especially given a good business case would need to be made to get these from IAG at all? It baffles me but I am often confused! Now 100+ to refleet Vueling makes sense but in BA, the max would be an orphan fleet.
Perhaps that's the plan, 3rd party out the maintenance rather than train up in house staff?
Perhaps that's the plan, 3rd party out the maintenance rather than train up in house staff?
May 21, 22, 12:43 am
#883
Join Date: Feb 2018
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Originally Posted by skipness1E
Given that LGW short haul needed yet another cut in staffing costs to justify it's continued existence as it had been lossmaking (again), why would removing economies from scale and adding a whole new type to their cost base make any sense, especially given a good business case would need to be made to get these from IAG at all? It baffles me but I am often confused! Now 100+ to refleet Vueling makes sense but in BA, the max would be an orphan fleet.
Perhaps that's the plan, 3rd party out the maintenance rather than train up in house staff?
Perhaps that's the plan, 3rd party out the maintenance rather than train up in house staff?
Going forward, it would then be easier to keep Boeing and Airbus honest as both types are operated.
May 21, 22, 2:10 am
#884
Join Date: Apr 2018
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Originally Posted by Akoz
A 737 sub fleet at LGW would be big enough. Especially if bought for very cheep (possibility even including maintance by Boeing at their facility at LGW), add in 15% or so fuel saving compared to a A32x ceo with the possibility of a few extra passengers per frame and it is easy to see how it stacks up for a LowCost (operation) unit.
Going forward, it would then be easier to keep Boeing and Airbus honest as both types are operated.
Going forward, it would then be easier to keep Boeing and Airbus honest as both types are operated.
Small margins in this game.
May 21, 22, 5:27 am
#885
Join Date: Nov 2011
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Originally Posted by Will100
Agree. Why would you not want to both ‘keep them honest’ and have a modern fuel efficient fleet.
Small margins in this game.
Small margins in this game.
