Opus99 wrote:keesje wrote:planecane wrote:Certainly possible that they would convert the A350 orders into a larger order of A321s.
Airbus keeps the same order value (or close), United gets to downsize the widebody fleet while keeping capability and gets the A321NEO for the routes where it makes more sense than a MAX 10.
United didn't do so when they ordered the A321XLR's did they? On top, what would UA order to replace their 777 on the pacific? A combined 777-8 (Cargo) / 787-9 (range)/ 787-10 (capacity) fleet? SQ, QF, JAL, DL, CX made other trade-offs (A350-900/-1000 fleets).
More hope than logic it seems.
Doesn’t the 787-9 do transpacific for United? Many airlines have replaced 777s with 787-9s. Like American. Does United want to have 350s. How much RR exposure does UA currently have? It might not be the 350 that’s the problem for UA. It might be the fact that GE is not an option. I don’t know anyway. But what can the 350 do that cannot be done between the 787-9 and the 787-10. How many airlines do you know have 787-9 787-10 AND 350-900. None
Vietnam Airlines has that fleet mix. The Singapore Airlines Group does as well (including Scoot, Singapore Airlines has all 3 size variants and a sizeable A359 fleet). BA doesn't have the A350-900, but the A350-1000, alongside the B788/9/X. That said, I expect A321neos in a domestic and an international configuration...possibly not dissimilar to the Oasis American A321neos for the non-international frames.
As for the A350 and United, I can't see it happening, as the only RR-powered frames in the fleet are currently 757s.