UA orders 20 E175s, comments on A321XLR
Jun 18, 2019, 4:10 pm
#46
Join Date: Jun 2016
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The sales figures show that 787 is dominating the a330 and the lower end of the 350 range (where they have similar cabin area).
Jun 18, 2019, 4:31 pm
#48
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Jun 18, 2019, 4:38 pm
#49
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Jun 18, 2019, 5:41 pm
#50
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Public list prices are pretty much useless as a point of comparison, and Airbus/Boeing are very aggressive discounters off "list" price. Sure, a 787-8 is going to be cheaper on unit cost than an A350-100, but on a normalized basis (looking at projected cash flows over the life of the asset, for instance) 787 and A350 will be thoroughly competitive on price.
Jun 18, 2019, 8:20 pm
#51
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This thread is having great difficulties staying on topic.
The side discussion on Avianca has been moved the exisiting Avianca's majority shareholder (used shares as collateral) breached UCH loan terms
This thread was started about the E175 purchase and a side comment about the A321XLR, which spun out a discussion about the Paris Airshow and Boeing's presence at the airshow (E175 to Boeing at Paris Airshow?) and that has lead to some 737MAX discussion.
As we already have an active 737MAX thread, let's try to keep most of the MAX discussion, in https://www.flyertalk.com/forum/unit...ch-2019-a.html. The PR issue at the Paris Airshow is certainly an issue for Boeing, but any discussion of the causes seems best for the original 737MAX thread (and we don't need another 737MAX thread).
So let's try to keep the discussion in this thread to things related to the OP and title.
WineCountryUA
UA coModerator
The side discussion on Avianca has been moved the exisiting Avianca's majority shareholder (used shares as collateral) breached UCH loan terms
This thread was started about the E175 purchase and a side comment about the A321XLR, which spun out a discussion about the Paris Airshow and Boeing's presence at the airshow (E175 to Boeing at Paris Airshow?) and that has lead to some 737MAX discussion.
As we already have an active 737MAX thread, let's try to keep most of the MAX discussion, in https://www.flyertalk.com/forum/unit...ch-2019-a.html. The PR issue at the Paris Airshow is certainly an issue for Boeing, but any discussion of the causes seems best for the original 737MAX thread (and we don't need another 737MAX thread).
So let's try to keep the discussion in this thread to things related to the OP and title.
WineCountryUA
UA coModerator
Last edited by WineCountryUA; Jun 18, 2019 at 8:29 pm
Jun 19, 2019, 9:22 am
#52
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Public list prices are pretty much useless as a point of comparison, and Airbus/Boeing are very aggressive discounters off "list" price. Sure, a 787-8 is going to be cheaper on unit cost than an A350-100, but on a normalized basis (looking at projected cash flows over the life of the asset, for instance) 787 and A350 will be thoroughly competitive on price.
UA (and every other major airline) will make its fleet decisions based both on its current needs, and on the lifetime costs of the planes on offer that can meet those needs.
Jun 19, 2019, 2:39 pm
#53
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Meanwhile, American ordered 50 321XLRs (30 conversions from 321neo orders).
https://onemileatatime.com/american-...a321xlr-order/
https://onemileatatime.com/american-...a321xlr-order/
Jun 19, 2019, 2:53 pm
#54
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Meanwhile, American ordered 50 321XLRs (30 conversions from 321neo orders).
https://onemileatatime.com/american-...a321xlr-order/
https://onemileatatime.com/american-...a321xlr-order/
Those would be the new additions, they also have B757 and from the merger A320.
Jun 19, 2019, 9:28 pm
#55
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Back to the topic at hand
Is there anyone who thinks adding these planes (E-175 in case it had been forgotten) for the markets they will be used on, is a bad idea? I would take them over a CR7 any day., and certainly over a 145 or the Devil’s Chariot. If it frees up CR7’s to be 550-ized, and those replace. CR2, how can that be bad?
Jun 20, 2019, 5:34 am
#56
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Is there anyone who thinks adding these planes (E-175 in case it had been forgotten) for the markets they will be used on, is a bad idea? I would take them over a CR7 any day., and certainly over a 145 or the Devil’s Chariot. If it frees up CR7’s to be 550-ized, and those replace. CR2, how can that be bad?
UAX has about 150+ CR2s, and nothing is set in stone that they are being replaced when the CR5s come on line.
Jun 20, 2019, 6:17 am
#57
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Wasn't the story the total number of 50-seat aircraft was not to increase? If so, every CRJ700 to CRJ550 conversion will cause a CRJ200 to go out of service (or E145 but I don't think that was the plan).
Jun 20, 2019, 7:27 am
#59
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50 seaters are uncapped per the UPA, as long as UAX doesn't exceed a certain percentage of systemwide block hours, so UA isn't obligated to remove them as CRJ-550s come online.
Jun 20, 2019, 9:18 am
#60
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At minimum, I wish that UA would only run the CR2's on flights under 500 miles, to small markets only. I fly one route that's 631 miles, and it is BRUTAL even when we arrive early.
