T4thH wrote:Rifitto wrote:https://www.airliners.net/forum/viewtopic.php?f=3&t=1425571
UA seems not interested in the XLR as well ,they need bigger planes tu fill the MOM needs
There I have now my doubts to this "story". If I just verify the UA fleet and the UA orders...
They are flying A320 ceo and A319 ceo and seems to be happy with them. They have even bought additional used A320 ceo and A319 ceo from other airlines, most of them still in delivery.
They are not flying the A321 ceo or neo, they have till now neither ordered any A320 neo family members (especially no A321neo).
Instead they have ordered B737 Max, but no MAX 7 or 8, instead "only" 190 Max 9 and Max 10 together. And the Max 10 will replace the B757-200 of the existing UA fleet.
So UA has decided against the A321 and the A320 neo family (especially the A321 neo), and instead have ordered the A321 neo competitors Max 9 and 10.
The A321 Xlr is a niche jet; seems every airline, who has already ordered the A321 neo, is willed to buy few (something around 10 to 15% of the A321neo fleet) of them or to convert some of the A321 neo order. If you break down all of the 249 A321 Xlr orders + Loi e.g. till now to single airlines (even the 36 bird Qantas order is for 2 airlines), whith exception of AA have ordered less than 20/airline and AA seems to have ordered them as B757-200 replacement. There were 20 UFO orders, even These were two orders from two different, one order of 14 A321 Xlr new and the other a conversion of an existing order.
No one has ordered the A321 Xlr till now, if not already ordered the A321 neo earlier; regarding low numbers needed of the A321 Xlr/airline, the high maintenace costs for these few orphan birds in a fleet would eat all benefits.
UA has had decided pro B737 Max 9 and 10 and against the A321 and A321 Neo, now they are committed and not any more able to buy the A321 Xlr.
United being reluctant to the XLR shows their strategy with the MOM. Besides additional cargo revenue, the larger aircraft would also allow them to price more competitively per seat against the LCCs vs having a whole other airline within an airline or subfleets/configurations. I don't think the MOM will be too big, probably between 752 and 753 on the low end to somewhere just beneath the 763 on the high end. Still enough to be competitive with the XLR especially being 1-1.5 generations newer even if it's a widebody.