Dec 3, 2019, 5:26 pm
Last edit by: WineCountryUA
United Airlines Sets a Course for the Future With Order of 50 Airbus A321XLR Aircraft
New aircraft will improve operational efficiency, elevate the inflight travel experience and reduce environmental impact
Airline expects to operate new aircraft on transatlantic routes out of its East Coast hubs in 2024
Photos(1)
CHICAGO, Dec. 3, 2019 /PRNewswire/ -- United Airlines today announced an order to purchase 50 new Airbus A321XLR aircraft, enabling the carrier to begin replacing and retiring its existing fleet of Boeing 757-200 aircraft and further meet the airline's operational needs by pairing the optimal aircraft with select transatlantic routes. The state-of-the-art aircraft, which United expects to introduce into international service in 2024, will also allow United to explore serving additional destinations in Europe from its East Coast hubs in Newark/New York and Washington.
"The new Airbus A321XLR aircraft is an ideal one-for-one replacement for the older, less-efficient aircraft currently operating between some of the most vital cities in our intercontinental network," said Andrew Nocella, United's executive vice president and chief commercial officer. "In addition to strengthening our ability to fly more efficiently, the A321XLR's range capabilities open potential new destinations to further develop our route network and provide customers with more options to travel the globe."
The next-generation A321XLR offers customers an elevated inflight experience and features modern amenities including LED lighting, larger overhead bin space and Wi-Fi connectivity. Additionally, the new aircraft lowers overall fuel burn per seat by about 30% when compared to previous generation aircraft, enabling United to further minimize its environmental impact as the carrier moves towards its ambitious goal of reducing its carbon footprint by 50% relative to 2005 levels by 2050.
United plans to begin taking delivery of the Airbus A321XLR in 2024. Additionally, the airline will defer the delivery of its order of Airbus A350s until 2027 to better align with the carrier's operational needs.
New aircraft will improve operational efficiency, elevate the inflight travel experience and reduce environmental impact
Airline expects to operate new aircraft on transatlantic routes out of its East Coast hubs in 2024
Photos(1)
CHICAGO, Dec. 3, 2019 /PRNewswire/ -- United Airlines today announced an order to purchase 50 new Airbus A321XLR aircraft, enabling the carrier to begin replacing and retiring its existing fleet of Boeing 757-200 aircraft and further meet the airline's operational needs by pairing the optimal aircraft with select transatlantic routes. The state-of-the-art aircraft, which United expects to introduce into international service in 2024, will also allow United to explore serving additional destinations in Europe from its East Coast hubs in Newark/New York and Washington.
"The new Airbus A321XLR aircraft is an ideal one-for-one replacement for the older, less-efficient aircraft currently operating between some of the most vital cities in our intercontinental network," said Andrew Nocella, United's executive vice president and chief commercial officer. "In addition to strengthening our ability to fly more efficiently, the A321XLR's range capabilities open potential new destinations to further develop our route network and provide customers with more options to travel the globe."
The next-generation A321XLR offers customers an elevated inflight experience and features modern amenities including LED lighting, larger overhead bin space and Wi-Fi connectivity. Additionally, the new aircraft lowers overall fuel burn per seat by about 30% when compared to previous generation aircraft, enabling United to further minimize its environmental impact as the carrier moves towards its ambitious goal of reducing its carbon footprint by 50% relative to 2005 levels by 2050.
United plans to begin taking delivery of the Airbus A321XLR in 2024. Additionally, the airline will defer the delivery of its order of Airbus A350s until 2027 to better align with the carrier's operational needs.
United to order 50 Airbus A321XLR (for 2024) (TATL w/Polaris seats)
Dec 3, 2019 | 5:50 pm
#16
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We'll have to see the final payload-range diagram, everything public so far is marketing nonsense (4x00 nm), but even after you've given up all that belly space to fuel tanks, you still take a bigger hit from the headwind due to the lower cruising speed.
Last edited by mduell; Dec 3, 2019 at 5:58 pm
Dec 3, 2019 | 5:50 pm
#17
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I think the 797 as a 757/767 replacement is DOA. Boeing now needs to develop a 737 replacement first, and maybe revisit the 787-3.
Without 100+ frame commitments from AA/UA/DL, the 797-as-NMA probably never gets out of the gate.
Without 100+ frame commitments from AA/UA/DL, the 797-as-NMA probably never gets out of the gate.
Dec 3, 2019 | 5:53 pm
#18
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Dec 3, 2019 | 6:16 pm
#20
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This order was in work for quite a while. It addresses an A350 problem, calls Boeings bluff on the NMA, and diminishes dependence on one type for the single aisle fleet. The latter was definitely driven by the MAX.
Dec 3, 2019 | 6:57 pm
#21
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Without doing my homework, I always thought that the 321 was just a step-up from the 320, the way the 320 is a step up from the 319. That said, until I read this post, I immediately took it as a slap in the face towards Boeing, but this makes sense.
Dec 3, 2019 | 6:58 pm
#22
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Good. I love the 757s, but the airbus is a heck of a better solution than some dinky overstretched 737s...
I don't think there's enough of a market for the NMA, it just doesn't make sense. A lower OEW/MTOW 787 variant (e.g. a 783 lite) would probably be more effective. Until they do finally replace the 737 with something that's a step up, in size/range but that's like 30 years from now...
I don't think there's enough of a market for the NMA, it just doesn't make sense. A lower OEW/MTOW 787 variant (e.g. a 783 lite) would probably be more effective. Until they do finally replace the 737 with something that's a step up, in size/range but that's like 30 years from now...
Dec 3, 2019 | 7:01 pm
#23
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Im not really sure UA has appetite for any 777X planes. I recall a presentation from a year or two back basically saying even the 777-8 was too much plane for them. I dont know the age of the 772 fleet, but holding out for another 6-7 years seems reasonable(?). Perhaps UA orders more 789/78J and bargain-basement 77W soon to backfill...
Dec 3, 2019 | 7:01 pm
#24
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Good. I love the 757s, but the airbus is a heck of a better solution than some dinky overstretched 737s...
I don't think there's enough of a market for the NMA, it just doesn't make sense. A lower OEW/MTOW 787 variant (e.g. a 783 lite) would probably be more effective. Until they do finally replace the 737 with something that's a step up, in size/range but that's like 30 years from now...
I don't think there's enough of a market for the NMA, it just doesn't make sense. A lower OEW/MTOW 787 variant (e.g. a 783 lite) would probably be more effective. Until they do finally replace the 737 with something that's a step up, in size/range but that's like 30 years from now...
Dec 3, 2019 | 7:02 pm
#25
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RIP to the NMA. it’s done. it would have been a neat aircraft.
this is another indication that the rumors boeing has shelved the NMA for a 737 successor probably have some truth to them, which is the proper long-term decision for boeing.
the first MAX 10 frame has rolled out, but i have serious doubts about the viability of UA’s 100-frame order.
i have consistently believed that we will never see a UA A350; this is certainly another piece of evidence supporting that. however, canceling the RR engine order is reportedly a larger hurdle. i wonder if UA and RR finally came to some sort of cancelation agreement - i can’t see UA agreeing to use RR engines on future 787 deliveries, for example. there just seems no role for RR in UA’s fleet plan.
this is another indication that the rumors boeing has shelved the NMA for a 737 successor probably have some truth to them, which is the proper long-term decision for boeing.
the first MAX 10 frame has rolled out, but i have serious doubts about the viability of UA’s 100-frame order.
i have consistently believed that we will never see a UA A350; this is certainly another piece of evidence supporting that. however, canceling the RR engine order is reportedly a larger hurdle. i wonder if UA and RR finally came to some sort of cancelation agreement - i can’t see UA agreeing to use RR engines on future 787 deliveries, for example. there just seems no role for RR in UA’s fleet plan.
Dec 3, 2019 | 7:12 pm
#26
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Bottom line is the company doesn't have the human or financial resources right now to do a clean-sheet airplane, and every defection to the A321XLR further narrows the TAM for the 797.
If and when they do regain the bandwidth to design a whole new aircraft, they have to do a 737 successor first. That's their bread and butter.
Even Southwest is nosing around the A220. I wouldn't want to be on Boeing's crisis team right now. They are getting shelled.
Dec 3, 2019 | 7:14 pm
#28
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RIP to the NMA. its done. it would have been a neat aircraft.
this is another indication that the rumors boeing has shelved the NMA for a 737 successor probably have some truth to them, which is the proper long-term decision for boeing.
the first MAX 10 frame has rolled out, but i have serious doubts about the viability of UAs 100-frame order.
i have consistently believed that we will never see a UA A350; this is certainly another piece of evidence supporting that. however, canceling the RR engine order is reportedly a larger hurdle. i wonder if UA and RR finally came to some sort of cancelation agreement - i cant see UA agreeing to use RR engines on future 787 deliveries, for example. there just seems no role for RR in UAs fleet plan.
this is another indication that the rumors boeing has shelved the NMA for a 737 successor probably have some truth to them, which is the proper long-term decision for boeing.
the first MAX 10 frame has rolled out, but i have serious doubts about the viability of UAs 100-frame order.
i have consistently believed that we will never see a UA A350; this is certainly another piece of evidence supporting that. however, canceling the RR engine order is reportedly a larger hurdle. i wonder if UA and RR finally came to some sort of cancelation agreement - i cant see UA agreeing to use RR engines on future 787 deliveries, for example. there just seems no role for RR in UAs fleet plan.
The A350 deferral is absolutely a RR issue. Perhaps a RR insolvency will free United...
Dec 3, 2019 | 7:18 pm
#29
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New Midsize Airplane
a 757 or larger replacement
With projected development costs of $10-15 Billion, it not easy to have multiple programs
a 757 or larger replacement
With projected development costs of $10-15 Billion, it not easy to have multiple programs