What happened to the a350 order?
May 11, 2019, 2:11 pm
#76
Join Date: Jan 2007
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Preston feeling alittle frisky today I see and so close to Mother's Day.
If you are familiar with bilateral purchase contracts, then standard options exist such as those I mentioned, which wouldn't be unique to UA's with Airbus. A contract, between UA and Airbus in this case, is a legally binding agreement that if one party doesn't fulfill their obligations they would be in breach and would carry penalties.
Are you saying this contract isn't legally binding? That is something the shareholders and the SEC would love to hear about if so. If it wasn't it wouldn't be a contract to publicize and report on one's financial statements and against US GAAP. There should be nothing ambiguous or murky with contracts but crystal clear and black/white or it wouldn't pass the 5 characteristics of a legally binding contact.
Contact me offline and we can continue with substance, as opposed to the soft pitch softballs you are throwing my way.
Don't forget to contact all the women in your life who are mom's tomorrow.^
If you are familiar with bilateral purchase contracts, then standard options exist such as those I mentioned, which wouldn't be unique to UA's with Airbus. A contract, between UA and Airbus in this case, is a legally binding agreement that if one party doesn't fulfill their obligations they would be in breach and would carry penalties.
Are you saying this contract isn't legally binding? That is something the shareholders and the SEC would love to hear about if so. If it wasn't it wouldn't be a contract to publicize and report on one's financial statements and against US GAAP. There should be nothing ambiguous or murky with contracts but crystal clear and black/white or it wouldn't pass the 5 characteristics of a legally binding contact.
Contact me offline and we can continue with substance, as opposed to the soft pitch softballs you are throwing my way.
Don't forget to contact all the women in your life who are mom's tomorrow.^
and what does my mother have to do with this? is this a violation of FT terms? very OT
May 11, 2019, 2:57 pm
#77
Join Date: Mar 2009
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OK, show me all of the performance guarantees in the contract (since you can't you are speaking out of nowhere anyways) and the cross-default sub's and 3 legal opinions telling me that there is a 0% chance there are no defaults or cross defaults and then we can have a discussion whether they are binding. We both know the reason UA can kick the can down the road is because Airbus missed its original delivery dates so the whole contract is possibly in technical default anyways...so there's that...
and what does my mother have to do with this? is this a violation of FT terms? very OT
and what does my mother have to do with this? is this a violation of FT terms? very OT
It is mother's day where I live right now and hope you and yours have a great one.^
God bless.
May 12, 2019, 5:18 am
#78
Join Date: Feb 2013
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Which would be sad, as it's a wonderful plane from a pax perspective. Many airlines do not have a problem with buying planes from different manufacturers and UA probably should also buy what is best for their routes. Doesn't mean they have to be like TG and buy every single widebody on the market. 
May 12, 2019, 5:40 am
#79
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The best plane argument needs to encompass not just seat count, cargo volume, range, acquisition cost and operating cost but also crew training and parts commonality. What can the 359+10 do that the 788/789/787-10 can't, relative to current and plausible routes in meaningful numbers on the UA network? Does that bring enough value to justify duplication?
May 12, 2019, 5:52 am
#80
Join Date: Feb 2013
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The best plane argument needs to encompass not just seat count, cargo volume, range, acquisition cost and operating cost but also crew training and parts commonality. What can the 359+10 do that the 788/789/787-10 can't, relative to current and plausible routes in meaningful numbers on the UA network? Does that bring enough value to justify duplication?
What it can also do is that you do not depend on one manufacturer, and particularly not on one that had some of its types grounded in recent history.
May 12, 2019, 6:32 am
#81
Join Date: Jun 2016
Posts: 233
It can do that I do not avoid it like the proverbial plague when having to travel in Y (which, admittedly, is rare, but does happen). 9-across on a 787 is just terrible.
What it can also do is that you do not depend on one manufacturer, and particularly not on one that had some of its types grounded in recent history.
What it can also do is that you do not depend on one manufacturer, and particularly not on one that had some of its types grounded in recent history.
May 12, 2019, 7:24 am
#83
Moderator: Budget Travel forum & Credit Card Programs, FlyerTalk Evangelist
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Which would be sad, as it's a wonderful plane from a pax perspective. Many airlines do not have a problem with buying planes from different manufacturers and UA probably should also buy what is best for their routes. Doesn't mean they have to be like TG and buy every single widebody on the market.
But US3 have consistently shown they don't care about the coach experience @:-)
May 12, 2019, 7:49 am
#84
Join Date: Jun 2016
Posts: 233
Perhaps. Until the consumer starts to care, why should the airlines?
Many airlines have tried to differentiate themselves by offering more personal space in economy compared to competitors, but time and time again it’s shown that most economy passengers don’t care.
Many airlines have tried to differentiate themselves by offering more personal space in economy compared to competitors, but time and time again it’s shown that most economy passengers don’t care.
May 12, 2019, 12:07 pm
#86
Join Date: Jul 2002
Location: SF Bay Area
Programs: UA GS 2MM
Posts: 947
Contract law debate aside, it is interesting to see how differently UA is handing the A350 vs other major new types. The Dreamliner was promoted well in advance of its arrival in service: “Game-changer!”. Likewise the 777. UA was the North American launch customer for both though.
May 12, 2019, 2:38 pm
#87
Join Date: Apr 2013
Posts: 88
The best plane argument needs to encompass not just seat count, cargo volume, range, acquisition cost and operating cost but also crew training and parts commonality. What can the 359+10 do that the 788/789/787-10 can't, relative to current and plausible routes in meaningful numbers on the UA network? Does that bring enough value to justify duplication?
May 12, 2019, 2:54 pm
#88
Join Date: Mar 2015
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One thing the 359 offers: a plane that seats around 275-300 with range to replace the 772s. Once the 276-seat 772s start leaving the fleet, for longer flights United will be left with 252-seat 789s (which I imagine will drop in capacity a bit when Premium Plus is added) and 350-seat 77Ws. If they don't get the 359 (or something comparable), they will have to mostly use 789s as replacements and suffer capacity downgrades in growing markets to Asia (the 787-10 has the capacity but not the range). Will this be enough to add the 359 to the fleet? Time will tell.
May 12, 2019, 3:01 pm
#89
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May 12, 2019, 3:12 pm
#90
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